NYSDOT Bridge Manual US 2017

New York State
DEPARTMENT OF TRANSPORTATION
BRIDGE MANUAL
2017
BRIDGE MANUAL
LIST OF SECTIONS
Section Title
1 Introduction
2 Bridge Design Criteria
3 Project Scoping and Preliminary Plan Development
4 Structure Excavation, Sheeting and Cofferdams
5 Bridge Decks
6 Bridge Railing
7 Utilities
8 Structural Steel
9 Prestressed Concrete
10 Timber
11 Substructures
12 Bridge Bearings
13 Approach Details
14 Bridge Plan Standards and Communication of Design
15 Concrete Reinforcement
16 Estimate of Quantities
17 Standard Notes
18 Special Specifications
19 Bridge Rehabilitation
20 Quality Control and Quality Assurance
21 Computer Programs
22 Maintenance
23 Aesthetics
G Glossary
Table of Contents
Foreword
Acknowledgments
Section Title Page
1 Introduction
1.1 Purpose 1-1
1.2 Applicability 1-1
1.3 Policy 1-2
1.4 Referenced Standards, Manuals and Documents 1-3
1.5 Bridge Design Specifications 1-4
1.5.1 Design Methodology 1-4
1.5.2 Analysis Methodology 1-5
1.5.3 Design Consideration of Construction Issues 1-5
2 Bridge Design Criteria

2.1 Purpose 2-1
2.2 Geometric Design Policy for Bridges 2-1
2.2.1 Clear Roadway Width Standards for Bridges 2-1
2.2.2 Miscellaneous Bridge Width Considerations 2-3
2.2.3 Railroad Bridges 2-5
2.3 Vertical Clearances 2-5
2.3.1 Over Highways for Highway, Pedestrian, and Overhead Sign Structures 2-5
2.3.2 Railroad Grade Separations 2-7
2.3.3 Waterways 2-7
2.3.4 Navigable Waterways 2-7
2.3.5 Miscellaneous Vertical Clearance Criteria 2-8
2.4 Horizontal Clearances: Under-Bridge Features 2-9
2.4.1 Highway 2-9
2.4.2 Navigable Waterways 2-9
2.4.2.1 Navigation Lights 2-15
2.4.2.2 Additional Navigation Aids 2-15
2.4.3 Railroads 2-15
2.4.4 Miscellaneous Corridors 2-21
2.5 Live Loading Requirements 2-21
2.5.1 New and Replacement Bridges 2-21
2.5.2 Bridge Rehabilitations 2-21
2.5.3 Temporary Bridges 2-21
2.5.4 Pedestrian Bridges 2-22
2.5.5 Railroad Bridges 2-22
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2.6 Alignment, Profile and Superelevation 2-22

2.6.1 Horizontal Alignment 2-22
2.6.2 Profile 2-22
2.6.3 Superelevation 2-23
Appendix 2A Bridge Roadway Width Tables
Appendix 2B One-Lane Bridge Policy
Appendix 2C Vertical Clearance over the New York State Thruway, I-90 and
Revised 16' Clearance Network
Appendix 2D Required Coordination with the Department of Defense on
Nonstandard Vertical Clearances over Interstate Routes
Appendix 2E Coast Guard Jurisdiction Checklist
3 Project Scoping and Preliminary Plan Development

3.1 Initial Bridge Project Scoping 3-1
3.1.1 Introduction 3-1
3.1.2 Bridge Scoping Activities 3-2
3.1.2.1 Determining a Project’s Purpose and Objectives 3-3
3.1.2.2 Initial Assessment 3-4
3.2 New and Replacement Bridge Types 3-7
3.2.1 Introduction 3-7
3.2.2 Site Data 3-8
3.2.3 Hydraulics 3-8
3.2.3.1 Hydraulic Design Criteria 3-8
3.2.3.2 Hydraulic Table 3-10
3.2.3.3 Slope Protection Criteria 3-10
3.2.3.4 Stream Crossing Permit Requirements 3-11
3.2.4 Establishing Span Arrangements for Superstructure Selection 3-11
3.2.4.1 Substructure Considerations 3-12
3.2.4.2 Span Arrangements 3-12
3.2.4.3 Superstructure Type Based on Span Lengths 3-13
3.2.5 Superstructure Selection Guidelines 3-14
3.2.5.1 Structure Selection Criteria 3-19
3.2.5.2 Allowable Structure Depth 3-24
3.2.5.3 Structure Type Selection 3-24
3.2.5.4 Signature Structures 3-25
3.2.5.5 Alternative Designs 3-26
3.2.6 Substructures 3-26
3.2.6.1 Substructure Location 3-26
3.2.6.2 Foundation Assessment 3-27
3.2.6.3 Water Crossings 3-27
3.2.6.4 Grade Separations 3-29
3.2.6.5 General Details 3-29
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3.2.7 Work Zone Traffic Control 3-30

3.2.7.1 General 3-30
3.2.7.2 Off-Site Detour 3-30
3.2.7.3 Accelerated Bridge Construction 3-31
3.2.7.4 Stage Construction 3-33
3.2.7.5 On-Site Temporary Bridges 3-35
3.2.7.6 Alternative Alignments 3-36
3.2.8 Hazardous Materials 3-36
3.2.9 Environmental and Aesthetic Considerations 3-36
3.2.9.1 Introduction 3-36
3.2.9.2 Types of Project Enhancements 3-37
3.2.9.3 When to Identify Enhancements 3-38
3.2.9.4 Summary 3-38
3.2.10 Final Bridge Preliminary Plan 3-39
3.2.10.1 General 3-39
3.2.10.2 Format 3-39
3.2.11 Structure Justification Report 3-40
3.2.12 Hydraulic Justification Report 3-40
Appendix 3A Bridge Data Sheet Part 1 - For All Structures
Appendix 3B Bridge Data Sheet Part 2 - Hydraulic Assesment Form
Appendix 3C Project Monitor Sheet
Appendix 3D Preliminary Plan Development Procedure for New and Replacement Bridges
Appendix 3E Structures Preliminary Plan Checklist
Appendix 3F Structure Justification Report
Appendix 3G Structure Selection Table Instructions
4 Structure Excavation, Sheeting and Cofferdams

4.1 Structure Excavation Protection and Support 4-1
4.2 Unclassified Excavation and Disposal 4-2
4.3 Structure, Trench and Culvert, and Conduit Excavation 4-3
4.4 Removal of Substructures 4-3
4.5 Shields and Shoring 4-3
4.6 Interim Sheeting 4-3
4.6.1 Interim Steel Sheeting 4-3
4.6.2 Interim Timber Sheeting 4-5
4.7 Temporary Sheeting 4-5
4.7.1 Temporary Steel Sheeting 4-5
4.7.2 Temporary Timber Sheeting 4-6
4.8 Permanent Sheeting 4-6
4.8.1 Permanent Steel Sheeting 4-6
4.8.2 Permanent Timber Sheeting 4-7
4.9 Soldier Pile and Lagging Walls 4-7
4.10 Cofferdam and Waterway Diversion Guidelines 4-9
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5 Bridge Decks
5.1 Concrete Deck Slabs 5-1
5.1.1 Composite Design 5-1
5.1.2 Monolithic Decks for Spread Girders 5-2
5.1.2.1 History 5-2
5.1.2.2 Current Practice 5-3
5.1.2.3 Internal Curing Concrete (HPIC) 5-3
5.1.3 Monolithic Decks for Adjacent Concrete Beams and Slab Units 5-4
5.1.4 Two-Course Decks 5-4
5.1.5 Deck Reinforcement Design 5-5
5.1.5.1 Isotropic Decks 5-5
5.1.5.2 Traditional Deck Slab Reinforcement 5-6
5.1.5.3 Reinforcement of Decks for Adjacent Concrete Beams or Slab Units 5-7
5.1.5.4 DeckOverhangs 5-9
5.1.6 Haunches 5-11
5.1.7 Forming 5-14
5.1.8 Continuous Structure Deck Slab Placements 5-14
5.1.9 Stage Construction Deck Slabs 5-17
5.1.9.1 General Considerations 5-17
5.1.9.2 Steel Superstructures 5-20
5.1.9.3 Stage Construction Deflection Calculations for Steel Structures 5-20
5.1.9.4 Prestressed Concrete Superstructures 5-21
5.1.10 Deck Sealers 5-21
5.1.11 Aggregate Requirements for Concrete Decks and Approach Slabs 5-22
5.2 Jointless Decks 5-24
5.2.1 Jointless Decks over Conventional Abutments 5-24
5.2.2 Jointless Decks at Integral and Semi-Integral Abutments 5-24
5.2.3 Jointless Decks at Piers (Link Slab) 5-25
5.3 Other Deck Types 5-25
5.4 Deck Drainage 5-27
5.5 Deck Expansion Joints 5-29
5.5.1 Transverse Expansion Joints 5-29
5.5.1.1 Armorless Joint Systems 5-29
5.5.1.2 Armored Joint Systems 5-30
5.5.1.3 Modular Joint Systems 5-30
5.5.2 Longitudinal Joints 5-30
5.6 Sidewalk and Brush Curb Overlays 5-31
5.7 Winter Surface Treatment 5-31
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6 Bridge Railing
6.1 Introduction 6-1
6.2 Types of Railing 6-1
6.3 Railing and Barrier Design for New and Replacement Bridges 6-2
6.3.1 Service Levels 6-2
6.3.2 Railing/Barrier Design Alternatives 6-3
6.3.3 Railing/Barrier Selection 6-5
6.3.3.1 Interstate and Controlled Access Highways 6-5
6.3.3.2 Railing/Barrier Considerations 6-5
6.3.4 Weathering Steel Bridge Railing 6-6
6.3.5 Transitions 6-7
6.3.6 Modifications 6-7
6.4 Concrete Barrier Forming Options 6-7
6.5 Pedestrian Fencing 6-8
6.6 Permanent Snow Fencing 6-8
6.7 Railing/Parapet Design Dead Loads 6-9
6.8 Requirements for Railing Treatments on Rehabilitation Projects 6-9
6.8.1 Background 6-9
6.8.2 Purpose 6-10
6.8.3 Warrants 6-10
6.8.4 Identified Work Strategies 6-11
6.8.4.1 Long-Term Work Strategy 6-11
6.8.4.2 Short-Term Work Strategy 6-12
6.8.4.3 Monolithic Deck Work 6-12
6.8.5 Actions to be Taken 6-13
6.8.5.1 Replacing the Bridge Railing/Barrier 6-13
6.8.5.2 Upgrading the Bridge Railing/Barrier 6-14
6.8.5.3 Retaining the Bridge Railing 6-14
6.8.5.4 Anchorage of Steel Bridge Railing 6-16
6.8.6 Responsibilities and Authorities 6-17
6.9 Bridge Railing/Transition Shop Drawing Requirements 6-17
Appendix 6A 1987 Bridge Railing Crash Test Report
Appendix 6B Railing Treatments on Rehabilitation Projects
7 Utilities
7.1 Criteria for Utility Placement on Bridges 7-1
7.2 Design Information Furnished by Utilities 7-1
7.3 Utility Locations 7-1
7.4 Design Criteria for Utilities and Supports 7-2
7.5 Utility Shares 7-3
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Section Title Page
8 Structural Steel
8.1.1 Design Methods 8-1
8.1.2 Analysis Methods 8-1
8.1.3 Design Considerations 8-1
8.1.3.1 Specifying Shop Assembly Requirements 8-2
8.1.3.2 Specifying Fit Conditions 8-2
8.2 Steel Types 8-3
8.2.1 Uncoated Weathering Steel 8-3
8.2.1.1 Weathering Steel Location Restrictions 8-4
8.2.1.2 Partial Protective Coating of Uncoated Weathering Steel 8-4
8.2.1.3 Weathering Steel Detail Considerations 8-5
8.2.1.4 Aesthetics of Uncoated Weathering Steel 8-5
8.2.2 Galvanized and Metalized Steel 8-5
8.2.3 Painted Steels 8-6
8.2.4 High Performance Steel (HPS) 8-6
8.2.5 Combination of Steel Types 8-7
8.2.6 Steel Item Numbers 8-7
8.3 Redundancy - Fracture Critical Members 8-8
8.3.1 Primary and Secondary Members 8-8
8.3.2 Redundancy 8-8
8.3.3 Fracture-Critical Members 8-9
8.4 Design Requirements and Economic Considerations 8-10
8.4.1 Girder Spacing 8-10
8.4.2 Girder Proportioning for Plate Girders 8-10
8.4.2.1 General 8-10
8.4.2.2 Depth 8-10
8.4.2.3 Flanges 8-11
8.4.2.4 Webs 8-11
8.4.2.5 Stability During Erection 8-12
8.4.3 Rolled Beams 8-12
8.4.4 Metal Thicknesses 8-14
8.5 Connections 8-14
8.5.1 Design 8-14
8.5.2 Bolts 8-15
8.5.2.1 Bolt Types 8-15
8.5.2.2 Bolt Sizes 8-15
8.5.2.3 Bolt Spacing 8-16
8.5.3 Welding 8-16
8.5.3.1 Weld Sizes 8-16
8.5.3.2 Weld Detailing 8-16
8.5.4 Copes 8-17
8.6 Stiffeners 8-19
8.6.1 Bearing Stiffeners 8-19
8.6.2 Intermediate Stiffeners and Connection Plates 8-19
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8.6.3 Longitudinal Stiffeners 8-19

8.7 Designation of Tension Zones 8-20
8.8 Camber 8-20
8.8.1 Sag Camber 8-20
8.9 Moment, Shear and Design Load Tables 8-21
8.10 Splices 8-21
8.10.1 Girder Splices 8-21
8.10.2 Rolled Beam Splices 8-24
8.11 Framing Plans 8-24
8.12 Curved Girders 8-25
8.13 Trusses 8-25
8.13.1 General Considerations 8-25
8.13.2 NYSDOT Truss Design Practices 8-26
8.14 Prefabricated Vehicular Truss Superstructures 8-27
8.14.1 General 8-27
8.14.2 Detailing Guidelines 8-27
8.14.2.1 Superstructure Items not covered under the Special Specification 8-29
8.15 Miscellaneous Details 8-30
8.15.1 Bolsters 8-30
8.15.2 Safety Handrail 8-32
8.16 Railroad Structures 8-32
8.16.1 General Considerations 8-32
8.16.2 Design 8-32
8.16.3 Details 8-32
8.17 Movable Bridges 8-33
8.18 Pedestrian Bridges 8-33
8.18.1 General 8-33
8.18.2 Design Guidelines 8-33
8.18.3 Detailing Guidelines 8-34
9 Prestressed Concrete
9.1.1 Pretensioning 9-1
9.1.2 Post-Tensioning 9-1
9.2 Beam Types 9-2
9.2.1 Solid or Voided Slab Units and Box Beams 9-2
9.2.2 Northeast Extreme Tee (NEXT) Beams 9-4
9.2.3 I-Girders 9-5
9.2.4 Segmental Precast Box Girders 9-6
9.3 Concrete 9-7
9.4 Prestressing Strands 9-7
9.4.1 Strand Material 9-7
9.4.2 Strand Pattern for Pretensioned Elements 9-7
9.5 Tensile Stresses Due to Pretensioning 9-8
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9.6 Prestress Losses 9-9

9.7 Allowable Stresses 9-10
9.8 Reinforcement 9-10
9.9 Shear Stirrups 9-10
9.10 Composite Design Reinforcement 9-10
9.11 Anchorage Zone Reinforcement 9-10
9.12 Integral Abutment Connection 9-11
9.13 Camber 9-11
9.14 Stage Construction Camber Differences 9-12
9.15 Continuity Design at Interior Supports 9-13
9.16 Corrosion Inhibitors and Sealers 9-14
9.17 Post-Tensioned Spliced Girder Designs 9-14
10 Timber
10.2 Characteristics and Properties of Wood as a Construction Material 10-1
10.3 Types of Construction 10-1
10.4 Selection Criteria 10-2
10.5 Superstructure Components 10-2
10.5.1 General 10-2
10.5.2 Railing 10-3
10.5.3 Decking and Deck Bridges 10-3
10.5.4 Laminated Beam Sections 10-3
10.5.5 Special Types: Arches, Frames and Trusses 10-3
10.5.6 Timber Decks with Steel Beams 10-3
10.6 Substructures 10-6
10.7 Wearing Surfaces 10-6
10.8 Maintenance and Repairs 10-6
10.9 Conclusions 10-7
11 Substructures
11.1 Foundations 11-1
11.1.1 General 11-1
11.1.2 Spread Footings on Soil 11-1
11.1.3 Spread Footings on Rock 11-2
11.1.4 Pile Foundations 11-2
11.1.4.1 Pile Types 11-2
11.1.4.2 Pile Spacing and Placement Details 11-3
11.1.4.3 Numbering and Tabulation of Piles 11-3
11.1.4.4 Pile Splices 11-4
11.1.5 Drilled Shafts 11-4
11.1.6 Pilasters 11-4
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11.1.7 Design Footing Pressures and Pile Capacities 11-5

11.1.8 Footing Depth 11-5
11.1.9 Stepped Footings 11-5
11.1.10 Tremie Seals 11-6
11.1.11 Footing Thickness 11-6
11.2 Abutments 11-6
11.2.1 Integral Abutments 11-7
11.2.2 Semi-Integral Abutments 11-13
11.2.3 Cantilevered Abutments 11-15
11.2.4 Pile Supported Abutments Combined with Fill Type Retaining Walls 11-15
11.2.5 Gravity Abutments 11-17
11.2.6 Isolated Pedestal Stub Abutments 11-17
11.2.7 Spill Through Abutments 11-18
11.3 Retaining Walls 11-18
11.3.1 Retaining Wall Types 11-18
11.3.1.1 Cantilevered Retaining Wall 11-18
11.3.1.2 Counterfort Retaining Wall 11-19
11.3.1.3 Buttressed Retaining Wall 11-19
11.3.1.4 Fill Type Retaining Walls 11-19
11.3.1.5 Gabions 11-20
11.3.1.6 Crib Wall 11-21
11.3.1.7 Cantilevered Sheet Pile Retaining Wall 11-21
11.3.1.8 Anchored Sheet Pile Retaining Wall 11-21
11.3.1.9 Soldier Pile and Lagging Retaining Wall 11-21
11.3.1.10 Anchored Soldier Pile and Lagging Retaining Wall 11-22
11.3.1.11 Gravity Retaining Wall 11-22
11.3.1.12 Semi-Gravity Retaining Wall 11-22
11.3.2 Proportioning of Cantilevered Retaining Walls 11-23
11.3.3 Wingwall Type and Considerations 11-24
11.4 Piers 11-25
11.4.1 Pier Types 11-25
11.4.1.1 Solid Pier 11-26
11.4.1.2 Hammerhead Pier 11-26
11.4.1.3 Multi-Column Pier 11-26
11.4.1.4 Pile Bents 11-26
11.4.2 Pier Protection 11-27
11.5 Bridge Seats 11-27
11.5.1 Bridge Seat Width 11-27
11.5.2 Pedestals 11-28
11.6 Concrete for Substructures 11-28
11.6.1 Classifications 11-28
11.6.2 Mass Placements 11-29
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11.7 Forming Considerations 11-29

11.8 Substructure Joints 11-30
11.8.1 Contraction Joints 11-30
11.8.2 Construction Joints 11-30
11.8.3 Expansion Joints 11-30
11.9 Drainage 11-31
12 Bridge Bearings
12.1 Bearings Types 12-1
12.1.1 Steel Rocker Bearings (Type S.R.) 12-1
12.1.2 Steel Sliding Bearings (Type S.S.) 12-1
12.1.3 Elastomeric Bearings 12-1
12.1.3.1 Plain Elastomeric Bearings (Type E.P.) 12-2
12.1.3.2 Steel Laminated Elastomeric Bearings (Type E.L.) 12-2
12.1.3.3 Steel Laminated Elastomeric Bearings with Sole Plate (Type E.B.) 12-2
12.1.4 Multi-Rotational Bearings (Type M.R.) 12-3
12.1.5 Base Isolation Bearings 12-3
12.2 General Design Considerations 12-4
12.2.1 Design Method 12-4
12.2.2 Live Load on Bearings 12-4
12.2.3 Minimum Loads on Bearings 12-4
12.2.4 Uplift 12-4
12.2.5 Bearings for Curved Girders 12-5
12.2.6 Bearings on Bridges with Integral and Semi-integral Abutments 12-5
12.2.7 Bearings for Prestressed Concrete Beams 12-5
12.2.8 Bearings for Link Slabs 12-6
12.3 Bearing Selection Criteria 12-6
12.4 Protective Coating of Bearings 12-6
12.5 Standard Bearing Designs 12-6
12.6 Rehabilitation Projects 12-7
12.6.1 New Bearings on Existing Pedestals 12-7
12.6.2 New Bearings on New Pedestals 12-7
13 Approach Details
13.1 Approach Slabs 13-1
13.1.1 Purpose 13-1
13.1.2 Length Determination 13-1
13.1.3 Width Determination 13-1
13.1.4 Skewed Approach Slabs 13-2
13.1.5 End of Approach Slab Details 13-3
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13.2 Approach Drainage Details 13-3

13.2.1 Purpose 13-3
13.2.2 Superstructures with Curbs or Barriers 13-3
13.2.3 Superstructures without Curbs or Barriers 13-3
14 Bridge Plan Standards and Communication of Design

14.1 Overview 14-1
14.2 Bridge Model Management 14-1
14.2.1 General 14-1
14.2.1.1 CADD File Types 14-2
14.2.1.2 Workflow Continuity 14-2
14.2.2 Bridge Design File 14-2
14.2.3 Bridge Font File 14-4
14.2.3.1 Personal Work Files 14-4
14.2.4 Bridge Drawing Files 14-5
14.2.4.1 Drawings with Hidden Lines 14-6
14.2.4.2 Drawings with Cross Sections 14-6
14.2.5 Bridge Quantity Measurement File 14-6
14.2.6 Three-Dimensional Models 14-7
14.2.6.1 2-D vs. 3-D 14-7
14.2.6.2 Substructures 14-8
14.2.6.3 Superstructures 14-9
14.2.6.4 Earthwork 14-9
14.3 Detailing Standards 14-11
14.3.1 Bridge Detail (BD) Sheets 14-11
14.3.2 Title Blocks 14-11
14.3.3 Scales and Scale Bars 14-11
14.3.4 Dimension and Table Value Rounding 14-12
14.4 Bridge Plan Organization 14-13
14.5 Bridge Plan Content 14-14
14.6 Professional Engineer Stamping 14-18
14.7 Resolving Reviewer Comments 14-18
14.8 Amendments and Field Revisions 14-19
14.9 Design Phase Record Plan Sets 14-20
14.10 Project Archiving 14-20
14.11 Electronic Data Transfer 14-20
Appendix 14A Contract Plan Review Checklist
Appendix 14B Checklist for Constructability Review
Appendix 14C Bridge Quantity Measurement Templates
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15 Concrete Reinforcement
15.2 Spacing 15-1
15.3 Cover 15-1
15.4 Reinforcing Bar Requirements 15-2
15.4.1 Maximum Bar Lengths 15-2
15.4.1.1 Deck Slab Bars 15-3
15.4.1.2 Abutment and Pier Bars 15-3
15.4.2 Reinforcement Splicing 15-3
15.4.2.1 General Splicing Requirements 15-3
15.4.2.2 Splicing Vertical Reinforcement in Walls 15-3
15.5 Minimum Anchorage, Lap and Embedment 15-4
15.5.1 Basic Development Length for Bars 15-4
15.5.2 Length of Splices for Tension Bars 15-10
15.5.3 Length of Splices for Compression Bars 15-15
15.6 Marking of Bars for Bar Lists 15-15
15.7 Footing Reinforcement 15-16
15.8 Abutment Reinforcement 15-16
15.9 Column Reinforcement 15-16
15.10 Pier Cap Reinforcement 15-17
15.11 Temperature and Shrinkage Reinforcement 15-17
15.12 Protecting Reinforcement from Corrosion 15-17
15.12.1 Epoxy-Coated Reinforcement 15-19
15.12.2 Galvanized Reinforcement 15-19
15.12.3 Stainless Steel Reinforcement 15-20
15.12.4 Chromium Reinforcement 15-21
15.12.5 Protection of Reinforcement in Concrete Elements 15-21
15.13 Reinforcing Bar Lists 15-22
15.14 Drilling and Grouting 15-22
16 Estimate of Quantities
16.1 General 16-1
16.2 Precision Versus Practicality 16-1
16.3 Utility Share of Bridge Estimate 16-1
16.4 Lump Sum Price Analysis 16-2
16.5 Alternate Bid Procedure 16-2
17 Standard Notes 17-1

17.2 Preliminary Notes 17-1
17.3 General Notes 17-3
17.4 Standard Proposal Notes 17-35
Appendix 17A Bridge Removal
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18 Special Specifications
19 Bridge Rehabilitation
19.2 Bridge Rehabilitation vs. Replacement Guidelines 19-1
19.2.1 Safety 19-1
19.2.2 Type of Bridge 19-2
19.2.3 Bridge Standards 19-2
19.2.4 Bridge Inspections for Rehabilitation Projects 19-3
19.2.5 Work Zone Traffic Control 19-4
19.2.6 Feature Crossed 19-5
19.2.7 Other Factors 19-5
19.2.8 Cost 19-5
19.3 Scoping 19-7
19.3.1 Feasible Rehabilitation Alternatives 19-7
19.3.3 Scoping Conclusion and Project Documentation 19-10
19.4 Final Design 19-11
19.5 Concrete Rehabilitation 19-11
19.5.1 Concrete Scaling 19-12
19.5.2 Concrete Spalling 19-12
19.5.3 Concrete Cracking 19-12
19.5.4 Concrete Sealers 19-13
19.6 Steel Rehabilitations 19-14
19.6.1 Deck Replacements 19-14
19.6.2 Structure Widening/Stage Construction 19-15
19.6.3 Painted vs. Unpainted 19-15
19.6.4 Fracture-Critical Member (FCM) Work 19-15
19.6.5 Rehabilitation of Riveted Structures 19-16
19.6.6 A7 Steel Retrofits or Replacement 19-18
19.6.7 Fatigue 19-19
n
19.6.8 Partial Length Coverplate Retrofits 19-19
19.7 Elimination of Joints 19-20
19.7.1 General Design Considerations for Joint Elimination 19-20
19.7.2 Design Guidelines for Fully Continuous and Continuous for LL Retrofits 19-22
19.8 Truss Rehabilitation 19-25
19.9 Seismic Rehabilitation 19-25
19.9.1 Criteria for Seismic Retrofitting of Bridges Programmed for Rehabilita 19-26
19.9.2 Seismic Performance Criteria 19-26
19.9.3 Retrofitting Priority 19-26
19.9.4 Guidelines for Seismic Retrofit Process 19-27
19.9.5 Bridges with Special Conditions 19-28
Appendix 19A Rehabilitation Preliminary Checklist
Appendix 19B Bridge Rehabilitation Justification Report
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20 Quality Control and Quality Assurance
20.1.1 Purpose 20-1
20.1.2 Definitions 20-1
20.1.3 Design Quality Process 20-2
20.2 Quality Control 20-2
20.3 Quality Assurance 20-3
20.3.1 Internal Quality Assurance 20-3
20.3.2 External Quality Assurance 20-4
21 Computer Programs
21.1 Guidelines on Use 21-1
21.2 Hydraulics Programs 21-1
21.3 Structures Programs 21-2
21.3.1 In-House Programs 21-2
21.3.2 Commercial Programs 21-3
22 Maintenance
22.2 Geometrics 22-1
22.3 Deck Joints and Drainage 22-2
22.4 Approach Drainage 22-2
22.5 Superstructure 22-2
22.5.1 Material Type 22-2
22.5.2 Steel Details 22-3
22.6 Bearings and Jacking of Superstructures 22-3
22.7 Bridge Inspection and Maintenance Access Considerations 22-3
22.8 Movable Bridges 22-4
22.9 Scour Monitoring Devices 22-4
23 Aesthetics
23.1 Appearance in Design 23-1
23.1.1 Location and Surroundings 23-2
23.1.2 Horizontal and Vertical Geometry 23-3
23.1.3 Superstructure Type and Shape 23-3
23.1.4 Pier Shape and Placement 23-8
23.1.5 Abutment Shape and Placement 23-14
23.1.5.1 Skew 23-16
23.1.5.2 Wingwalls and Curtainwalls 23-17
23.1.6 Parapet and Railing Details 23-17
23.1.7 Colors 23-19
23.1.8 Textures 23-20
23.1.9 Ornamentation 23-22
Appendix 23A Examples of Bridge Types
xiv 2017
List of Figures
Figure Page
Number No.
2.1 Schematic of a Median Berm ........................................................................... 2-10

2.2 Typical Canal Channel Sections....................................................................... 2-15
2.3 Canal Pier Details................. ............................................................................ 2-16
2.4 Railroad Clearance Diagram ............................................................................ 2-18
2.5 Track on Embankment ..................................................................................... 2-19
2.6 Track in Cut ...................................................................................................... 2-20
2.7 Typical Railroad Rock Cut Section ................................................................... 2-21
2.8 Typical Thru Girder Railroad Bridge ................................................................. 2-22
2.9 Banking Simple Curve ...................................................................................... 2-26
2.10 Banking Spiral Curve ........................................................................................ 2-27
3.1 Accelerated Bridge Construction vs. Conventional Construction Timeline ...... 3-32
5.1 Deck Overhang Loads During Construction ..................................................... 5-10

5.2 Typical Screed Machine Loading ..................................................................... 5-10
5.3 Overhang Form Bracing ................................................................................... 5-11
5.4 Haunch Table ................................................................................................... 5-13
5.5 Haunch Detail (Cracking Problem) ................................................................... 5-14
5.6 Multi-Span Slab Placement Sequence ............................................................. 5-19
8.1 Cover Plate Connections .................................................................................. 8-13

8.2 Reinforced Cope Detail .................................................................................... 8-17
8.3 Blocked Flange Detail ...................................................................................... 8-18
8.4 Low Bolster Detail ............................................................................................ 8-31
8.5 High Bolster Detail ............................................................................................ 8-31
10.1 Longitudinal Stress Laminated Deck ................................................................ 10-4

10.2 Parallel Chord Truss ......................................................................................... 10-4
10.3 'T' Section Bridge ............................................................................................. 10-5
10.4 Box Section Bridge ........................................................................................... 10-5
11.1 Gravity Abutment ............................................................................................ 11-17

11.2 Isolated Pedestal Stub Abutment ................................................................... 11-17
11.3 Spill Through Abutment.................................................................................. 11-18
11.4 Cantilevered Retaining Wall ........................................................................... 11-19
11.5 Counterfort Retaining Wall ............................................................................. 11-19
11.6 Gravity Retaining Wall .................................................................................... 11-23
11.7 Semi-Gravity Retaining Wall........................................................................... 11-23
11.8 Suggested Proportions of Retaining Wall ....................................................... 11-24
11.9 Typical Pier Types .......................................................................................... 11-26
11.10 Support Length ............................................................................................... 11-29
15.1 Hooked Dowel .................................................................................................. 15-5
2017 xv
Figure Page
Number No.
19.1 Typical Retrofit Details ................................................................................... 19-22
23.1 Beam Depth Comparison ................................................................................. 23-4

23.2 Visual Effect of Slenderness Ratios ................................................................. 23-4
23.3 Slender Superstructures ................................................................................... 23-5
23.4 Continuous Girder Depth .................................................................................. 23-5
23.5 Overhang Shadowing ....................................................................................... 23-6
23.6 Avoid Stiffeners on the Exposed Side of the Fascia Girders ............................ 23-6
23.7 Haunched Girders ............................................................................................ 23-7
23.8 Haunch Details ................................................................................................. 23-7
23.9 Fishbellied Girders ........................................................................................... 23-8
23.10 Pier Height ........................................................................................................ 23-8
23.11 Pier/Column Thickness .................................................................................... 23-9
23.12 Alternate Column Treatments......................................................................... 23-10
23.13 Pier Layout Details ......................................................................................... 23-11
23.14 End View of Capbeam .................................................................................... 23-12
23.15 Overhang Alternatives .................................................................................... 23-13
23.16 Solid Pier Shapes ........................................................................................... 23-14
23.17 Battered Solid Piers ........................................................................................ 23-15
23.18 Tall Pier Configurations .................................................................................. 23-15
23.19 Pier Groupings ............................................................................................... 23-16
23.20 Abutment Details ............................................................................................ 23-17
23.21 Abutments on a Skew .................................................................................... 23-18
23.22 Wingwall Configuration ................................................................................... 23-19
23.23 End of Barrier Detail ....................................................................................... 23-20
23.24 Concrete Barrier Treatments .......................................................................... 23-20
23.25 Fencing Alternatives ....................................................................................... 23-21
23.26 Wingwall Stone/Brick Treatment .................................................................... 23-23
xvi 2017
List of Tables
Table Page
Number No.
2-1 Clear Bridge Roadway Width Standards ............................................................ 2-2

2-2 Vertical Clearance over Highways (Travel Lane and Paved Shoulders) ............ 2-7
2-3 Lateral Offset from Centerline of Tracks........................................................... 2-22
R Minimum Clear Bridge Roadway Widths for New and Replacement Bridges . 2A-2
N Maximum Width of Traveled Way and Shoulder ............................................. 2A-3
X Minimum Clear Bridge Roadway Widths For Bridge Rehabilitations .............. 2A-4
3-1 Stone Protection Sizing vs. Q50 Stream Velocity............................................. 3-11

3-2 Economical Span Ratios for Fully Continuous Superstructures ...................... 3-13
3-3 Superstructure Type vs. Span Length .............................................................. 3-15
3-4 Superstructure Types Requiring Approval........................................................ 3-16
3-5 Recommended Importance Factors ................................................................. 3-17
3-6 Superstructure Selection Table ........................................................................ 3-18
3-7 Temporary Concrete Barrier Table ................................................................... 3-34
4-1 Soil Design Parameters ...................................................................................... 4-4

4-2 Excavation Requirements ................................................................................ 4-12
4-3 Support and Protection System Requirements ................................................ 4-13
4-4 Cofferdam Requirements ................................................................................. 4-15
5-1 Deck Requirements ............................................................................................ 5-1

5-2 Traditional Transverse Deck Slab Reinforcement .............................................. 5-8
5-3 Design Haunch Depth Table ............................................................................ 5-13
5-4 Aggregate Type Selection ................................................................................ 5-24
6-1 Railing and Barrier Selection .............................................................................. 6-4

6-2 Railing/Barrier Design Dead Loads .................................................................... 6-9
8-1 Steel Plate Thicknesses ................................................................................... 8-14
11-1 Standard Intergral Abutment Design.................................................................11-10

11-2 Pile Spacing for Stem Deflection during Construction.....................................11-13
14-1 Suggested Sheet Scales ................................................................................ 14-12

14-2 Dimension Rounding Guidelines .................................................................... 14-13
15-1 Minimum Reinforcement Cover ........................................................................ 15-1

A Standard Reinforcing Bar Properties ................................................................ 15-2
B Basic Development Length (BDL) for Compression Bars ................................ 15-4
C BDL of Hooked Dowels in Tension ................................................................... 15-4
D BDL for Straight Uncoated Dowels & Tension Bars (Not Top Bars)................. 15-5
E BDL for Straight Uncoated Dowels & Tension Bars (Top Bars) ....................... 15-6
F BDL for Straight Epoxy Coated Dowels & Tension Bars (Not Top Bars) ......... 15-6
G BDL for Straight Epoxy Coated Dowels & Tension Bars (Top Bars) ................ 15-7
2017 xvii
Table Page
Number No.
H BDL Reduction Requirements .......................................................................... 15-7

I Length of Splices for Tension Bars................................................................... 15-8
15-2 Lap Splice Selection Guidelines ....................................................................... 15-9
J Class B Splice – Uncoated (Not Top Bars) .................................................... 15-10
K Class B Splice – Uncoated (Top Bars) ........................................................... 15-10
N Class B Splice – Epoxy Coated (Not Top Bars) ............................................. 15-10
O Class B Splice – Epoxy Coated (Top Bars) .................................................... 15-11
R Length of Splices for Compression Bars ........................................................ 15-11
15-3 Approximate Reinforcement Cost Comparison .............................................. 15-15
15-4 Expected Service Life ..................................................................................... 15-15
15-5 Hooks for Galvanized Bars ............................................................................. 15-17
16-1 Precision for Estimate of Quantities ................................................................. 16-2
19-1 Bridge Rehabilitation vs. Replacement Worksheet ......................................... 19-9

19-2 Concrete Cracking Treatments ...................................................................... 19-13
19-3 Preheat and Interpass Temperatures for A7 Steel ......................................... 19-19
20-1A Bridge Plan Technical Progress Reviews - Design/Bid/Build Projects ............. 20-7
20-1B Bridge Plan Technical Progress Reviews - Design/Build Projects: ................. 20-7
xviii 2017
Foreword
This Bridge Manual expresses the policy of the New York State Department of
Transportation for those planning and designing bridges in New York State. It is an
accompaniment to the NYSDOT LRFD Bridge Design Specifications.
Richard Marchione P.E.

Deputy Chief Engineer (Structures)
2017
Acknowledgment
This manual started as an update of the old Standard Details for Highway Bridges. New
topics and more commentary on both designing and detailing were added to give
greater guidance to designers. As it continued to be updated almost annually, it
became a valuable reference for all engineers who were designing bridges for New
York State.
Today it is the expression of New York State Department of Transportation policy for
the design of bridges. Its evolution over these twenty years is the result of the work of
dozens of engineers and the constructive comments from more than a hundred
engineers.
This new edition represents more than a year of work by as many engineers as there
are chapters, as it has been updated to function better in the new environment of
design-build projects.
Appreciation is given to the many individuals who worked on it and many more who
reviewed it and provided insightful comments. This is a better manual for all their
efforts.
Mathew Royce P.E.

Director,
Structures Design Quality Assurance Bureau
August 1, 2017
Section 1
Introduction
1.1 Purpose
This Bridge Manual has been prepared to provide policies and procedures required for bridge
project development and design for the New York State Department of Transportation
(NYSDOT). This manual provides guidance for the decisions needed in producing a bridge
project and includes the policies and standards that are required. This manual also provides
a commentary discussing good bridge engineering practice and references to additional
sources of information.
One of the primary goals of this manual is to provide assistance to designers to ensure that
“quality” bridges are constructed. “Quality” bridges are safe, durable, economical,
aesthetically pleasing, and environmentally sound.
Although this manual provides guidance on design procedure, many subjects presented only
highlight criteria and practice. A complete analysis and design to produce a safe, economical
and maintainable structure is the responsibility of the designer.
1.2 Applicability
This manual applies to all bridge related transportation projects under contract with the New
York State Department of Transportation and for all Locally Administered Federal-Aid
Transportation Projects in New York State. Designers of these projects shall comply with the
policies, guidance, details and interpretation of the design, material and construction
specifications stipulated in this manual. In addition, its use is recommended for all other bridge
projects in New York State. See Chapter 9 of the Procedures for Locally Administered Federal
Aid Projects (PLAFAP) manual titled Design Standards and Construction Specifications for
additional guidance and requirements for local projects.
The approving authority for noncompliance with the provisions set forth in this manual is:
- For Design - Bid - Build Projects:
o Deputy Chief Engineer Structures (DCES).
- For Design - Build Projects:
o NYSDOT’s Design Quality Assurance Engineer in consultation with the Deputy

Chief Engineer Structures (DCES).
- For Locally Administered Federal-Aid Transportation Projects:
o Regional Structures Engineer (RSE) in consultation with Deputy Chief

Engineer Structures (DCES) for local projects on the National Highway System
(NHS) or on a State Route.
o Responsible Local Official (RLO) (as defined in the PLAFAP) in consultation

with the RSE for all other local projects.
2017 1-1
Highway and pedestrian bridge design are governed by the design specifications contained
in the most recent issuance of the NYSDOT LRFD Bridge Design Specifications or the
NYSDOT Standard Specifications for Highway Bridges. This manual does not replace the
provisions of these specifications. It is intended to supplement the design specifications in
areas that are not addressed or fully covered. Additional information on the design of facilities
for pedestrians, bicycles, and persons with disabilities may be found in Chapters 17 and 18
of the NYSDOT Highway Design Manual.
Major long span bridges are special cases for bridge design. They typically need special
design criteria which go well beyond the provisions of the NYSDOT LRFD Bridge Design
Specifications. The NYSDOT LRFD Bridge Design Specifications do not have an explicit span
limitation, however spans in excess of 600 feet were not considered in its development. Major
long span bridges should have specific bridge design criteria developed once the bridge type
has been selected and before final design begins. If during preliminary development it is
determined that the NYSDOT LRFD Bridge Design Specifications do not cover all aspects of
the structure design, appropriate supplemental design criteria should be developed by
researching design criteria for similar structures in the US and Canada.
1.3 Policy
NYSDOT has officially adopted the Load and Resistance Factor Design (LRFD) Bridge Design
Specifications for use in New York State. The AASHTO LRFD Bridge Design Specifications
together with the “NYSDOT LRFD Blue Pages” constitute the NYSDOT LRFD Bridge Design
Specifications. The design of all new and replacement bridges shall meet or exceed the
requirements of the NYSDOT LRFD Bridge Design Specifications.
The NYSDOT Standard Specifications for Highway Bridges consists of the 17th edition of the
AASHTO Standard Specifications for Highway Bridges together with 2002 and 2003 New York
State “Blue Pages.” The NYSDOT Standard Specifications for Highway Bridges are archived
and may only to be used when necessary for the repair and rehabilitation of existing
structures. The required design specifications for rehabilitation and repair projects is the
NYSDOT LRFD Bridge Design Specifications. The NYSDOT Standard Specifications for
Highway Bridges may only be used with the approval of the DCES. For locally administered
Federal-Aid projects see Chapter 9 of the NYSDOT Procedures for Locally Administered
Federal-Aid Projects Manual.
Load Ratings – NYSDOT overload permitting and bridge posting policies require that new
and replacement bridges be load rated using the Load Factor Design (LFD) or Allowable
Stress Design (ASD) methods. For this reason, load ratings computed by the LFD or ASD
method are still required. In addition, the load ratings for all new or replacement bridges shall
also be computed by the Load and Resistance Factor Rating (LRFR) method. Load rating
for both methods shall be shown on the Contract Plans. LRFR ratings shall be shown at the
inventory and operating levels as rating factors of the AASHTO HL-93 load. The design of all
new bridges, replacement bridges, and superstructure replacements shall be sufficient to
provide an inventory LRFR factor of 1.2 or higher. Any significant bridge rehabilitation that
alters the bridge capacity also requires a load rating computed by the Load and Resistance
Factor Rating (LRFR) method.
1-2 2017
Introduction
1.4 Referenced Standards, Manuals and Documents
The following references contain material that is relevant to bridge project development and
design. They contain provisions that pertain to a particular type of bridge or part of the bridge
project process. Instead of reproducing them in full in this manual, they are incorporated by
reference. Bridge designers shall follow their provisions where applicable.
The NYSDOT references can be found at https://www.dot.ny.gov/publications .
The Bridge Detail (BD) Sheets referenced below contain standard details and, occasionally,
instructions to designers to be used in the preparation of the Contract Plans.
 American Railway Engineering & Maintenance of Way Association Manual for

Railway Engineering (AREMA)
 NYSDOT Bridge Deck Evaluation Manual
 NYSDOT Bridge Detail (BD) Sheets
 NYSDOT Bridge Inspection Manual
 NYSDOT Bridge Inventory Manual
 NYSDOT Bridge Safety Assurance Vulnerability Manuals
 NYSDOT CADD Standards and Procedure Manual
 NYSDOT Structures Division Cell Library
 NYSDOT Project Development Manual
 NYSDOT Environmental Procedures Manual/The Environmental Manual
 NYSDOT Highway Design Manual
 FHWA Manual of Uniform Traffic Control Devices
 NYSDOT Prestressed Concrete Construction Manual (PCCM)
 NYSDOT Standard Specifications, Construction and Materials
 NYSDOT LRFD Bridge Design Specifications
 NYSDOT Standard Specifications for Highway Bridges (2003)
 NYSDOT Steel Construction Manual (SCM)
 NYSDOT Procedures for Locally Administered Federal Aid Projects
 NYSDOT Survey Manual
 FHWA Seismic Retrofitting Manual for Highway Structures: Part 1 - Bridges
 AASHTO Guide Specification for Bridge Railing (1989)
 AASHTO LRFD Guide Specifications for Design of Pedestrian Bridges, December
2009
 AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities
 AASHTO LRFD Movable Highway Bridge Design Specifications
 AASHTO Maintenance Manual for Roadways and Bridges
 AASHTO Manual for Bridge Evaluation
 AASHTO Roadside Design Guide
 AASHTO Guide for the Development of Bicycle Facilities
 AASHTO Guide Specification and Commentary for Vessel Collision of Highway
Bridges
 AASHTO Manual for Assessing Safety Hardware
 NYSDOT Design-Build Procedures Manual
2017 1-3
1.5 Bridge Design Specifications
1.5.1 Design Methodology
Structural design shall be in accordance with the NYSDOT LRFD Bridge Design
Specifications for all new and replacement bridges. The NYSDOT Standard Specifications
for Highway Bridges may be used for rehabilitation of existing bridges with DCES approval.
See Section 2.5 for live loading requirements.
Load and Resistance Factor Design (LRFD) is the required design method for all new
structures designed in New York State. It includes limit states as a design philosophy and
uses structural reliability methods to achieve a more uniform level of safety. Factor of Safety
is replaced with a new statistically based measure of safety called the Reliability Index “β”.
LRFD requires a Design Reliability β=3.5, which provides for a notional failure probability of 1
in 10,000.
The LRFD code defines four design limit state categories:
 Strength Limit States - ensure strength and stability, both local and global.
 Service Limit States - impose limits on stress and deformation.
 Fatigue and Fracture Limit States - limit the liveload stress range under regular
service conditions.
 Extreme Event Limit States - ensure the structural survival of a bridge during a
major event such as a vessel collision, flood, earthquake, etc.
Within each category there are multiple limit states. For example, steel girder bridges shall be
designed using Strength 1 for moment and shear, Service 1 for liveload deflection, Service 2
for overload and bolted connections and the 2 Fatigue limit states. A Strength 2 limit check of
new girders utilizing the NYSDOT Design Permit Vehicle is also required. Additional checks
may also be required.
Service Load Design, also known as Allowable Stress Design (ASD), or Working Stress
Design (WSD) is the older and generally more conservative design method for medium to
long bridge spans (over 100 ft.). ASD achieves its factor of safety by limiting the stresses on
the member to some percentage of the maximum stresses that the member could take before
yielding. Since the dead load and live load stresses are considered at the same time, there is
no provision for the certainty of the dead loads or the uncertainty of the live loads. As span
lengths increase and dead loads become a much higher percentage of the total load, ASD
becomes overly conservative and uneconomical.
Strength Design, also known as Load Factor Design (LFD), achieves its factor of safety by
applying multipliers, or load factors, to the design loads. These multipliers increase the load
effects, or stresses, applied to the member above those induced from the design loads alone.
Since the dead loads are known, the load factor applied to them is relatively small. By
comparison, live loads are highly variable and, therefore, the applied load factor is relatively
large. The factored stresses are then compared to the yield stress, or ultimate capacity, of the
loaded member.
1-4 2017
Introduction
The benefit of handling dead loads and live loads separately is that it provides a uniform factor
of safety for live load in bridges of any span length. As span length increases and dead load
becomes a larger part of the total load, LFD becomes increasingly more economical than ASD
because of the smaller load factor applied to the dead load.
Bridges designed by LFD must be thoroughly checked for deflection and serviceability criteria.
Also, designers are cautioned that at very long span lengths, spans in excess of 400 feet, LFD
may not provide adequate reserve strength capacity in the bridge.
1.5.2 Analysis Methodology
NYSDOT standard practice for analysis of straight beams or girders is by the line element
method. Only in certain circumstances is it necessary to analyze a straight girder bridge by a
grid, three-dimensional or finite-element analysis. The marginally increased refinement in the
analysis offered by these techniques does not justify their substantially increased design effort
except for the cases listed below. This conclusion is justified in large part by the fact that
design loadings are only an approximation of the actual traffic loads.
A more complex grid analysis, three-dimensional analysis or finite-element analysis is

required for: bridges with girders that have enough curvature to require a curved girder
analysis as defined by AASHTO, girder or beam bridges that have skews in excess of 45°,
bridges with continuous girders that have poor span arrangements (where uplift is a
possibility), bridges with flared girders or bridges with faying girders (secondary girders
framed to main girders for unusual geometric situations).
1.5.3 Design Consideration of Construction Issues
The LRFD specification increases the role and responsibility of the designer to anticipate
construction related issues and to be aware that stresses during erection or construction are
sometimes the controlling conditions of design. Examples of conditions that need to be
checked are the erection of the steel girders and the placement of the concrete deck, both of
which occur when there is a long unbraced compression flange. In this case, the designer
shall refer to Article 6.10.3 of the NYSDOT LRFD Bridge Design Specifications for
requirements for stability checks.
2017 1-5
Section 2
Bridge Design Criteria
2.1 Purpose
The purpose of this section is to establish the geometric and design criteria for NYSDOT bridge
projects. Noncompliance with the Critical Design Criteria (as defined in Chapter 2 of the
Highway Design Manual) shall be documented in the Design Approval Document as a non-
standard feature. Nonconformance with the desirable and preferred geometric and design
criteria established in the following sections shall be documented in the Design Approval
Document or Bridge Rehabilitation Justification Report or the Structures Justification Report.
2.2 Geometric Design Policy for Bridges
The geometric design policy set forth in the following sections was developed to provide
minimum geometrics for new/replacement and rehabilitation bridge projects. The standards are
primarily based on providing a level of geometric consistency between the bridge and the
approach roadway taking into consideration the highway functional classification and traffic
volume that the bridge serves. Unless specifically noted, the geometric design standards
provided in the following sections apply to all projects, whether or not the project is a Federal-
Aid Project.
2.2.1 Clear Roadway Width Standards for Bridges
For new/replacement and rehabilitation projects the roadway width on the bridge and
roadway width on the approaches to the bridge shall be established consistent with Table
2-1, Clear Bridge Roadway Width Standards. Unless there is a clear safety issue, roadway
widths on bridges greater than the minimums shown in Table 2-1 shall be avoided. Roadway
widths on bridges that do not meet the requirements of Table 2-1 shall be
documented as a nonconforming feature and documented in the Design Approval
Document in accordance with Chapter 5 of the Highway Design Manual.
For bridge replacement or bridge rehabilitation projects that are not part of a highway project
any highway reconstruction work necessary to meet the roadway width on the approaches to
the bridges (established from Table 2-1) shall be included in the project.
Bridge approach widths for bridges that are part of a highway project shall be determined in
accordance with Chapter 2 – Design Criteria - of the Highway Design Manual.
2017 2-1
Design Type of Bridge

No Planned Improvement 1 Planned Improvement
Classification Work
New/Replace Highway Design Manual (HDM) Chapter 2 roadway widths shall be met.
Interstates and
Approach roadway width. Highway Design
Other
Manual (HDM) Chapter 2 roadway widths HDM Chapter 2 roadway
Freeways Rehab
are desirable (12 ft. min. lanes, 10 ft. min. widths shall be met.
right shoulder and 4 ft. min. left shoulder).
HDM Chapter 2 roadway widths shall be
New
met.
Undivided Arterial: Wider of approach
roadway width OR existing approach
traveled way plus 4 ft. min. shoulders.
Divided Arterial: Wider of approach
Replace
traveled way plus 4 ft. right shoulders and
Rural Arterial match existing left shoulders. (A 4 ft. min.
HDM Chapter 2 roadway
left shoulder is desirable.)
widths shall be met.
Undivided Arterial: Wider of approach
traveled way plus 2 ft. shoulders. (4 ft. min.
shoulders are desirable.)
Rehab Divided Arterial: Wider of approach
traveled way plus 2 ft. right shoulder and
match existing left shoulder. (4 ft. min.
shoulders are desirable.)
Highway Design Manual (HDM) Chapter 2
New
roadway widths shall be met.
Approach roadway width but not less than
Urban Arterial HDM Chapter 2 roadway
Replace HDM Chapter 2 roadway widths where
widths shall be met.
bicycles are a consideration.
Approach roadway width. (4 ft. min.
Rehab
shoulders are desirable).
Full width of planned roadway

Approach roadway width but not less than
but not less than Table R of
New/Replace Table R of Appendix 2A or greater than
Rural or Urban Appendix 2A or greater than
Table N of Appendix 2A.
Collectors and Table N of Appendix 2A.
Local
Approach roadway width but not less than Full width of planned roadway
Roads/Streets
Table X of Appendix 2A or greater than but not less than Table X of
Rehab
Table N of Appendix 2A. (4 ft. min. Appendix 2A or greater than
shoulders are desirable). Table N of Appendix 2A.
Pedestrian
All The minimum clear width shall be 8 ft.
Only
Shared-Use All The minimum clear width shall be 12 ft.
Notes:
1. The crash history and other operational conditions shall be analyzed prior to determining there are no planned
improvements or that the existing roadway width can be retained. See HDM Section 5.3 for requirements.
2. Parking lanes on the approaches are not included in the approach roadway width.
3. If sidewalks are proposed at both ends of the bridge, they shall be carried across the bridge. For discussion of minimum
width of sidewalk see Section 2.2.2 Miscellaneous Bridge Width Considerations.
4. When establishing the width of a bridge select the highway roadway width that best represents the characteristic of the
highway. If there are different highway roadway widths, select a width that provides the most safety, consistency and
economy in consultation with the Structures Design Quality Assurance Bureau’s Project Development Unit and the Design
Quality Assurance Bureau’s Project Development Section.
5. See Appendix 2B One-Lane Bridge Policy for one-lane bridge replacement.
6. A reduction in shoulder widths may be considered for long structures.
For requirements see Section 2.2.2 Miscellaneous Bridge Width Considerations.
Table 2-1
Clear Bridge Roadway Width Standards
2-2 2017
2.2.2 Miscellaneous Bridge Width Considerations
Curbs: For curbed highways and streets, the full curb-to-curb width and the curbing shall be
carried across the bridge. The full shoulder dimension or curb offset dimension will be measured
to the face of curb. If a concrete barrier is used and a separate stone curb is not used on the
bridge, the offset dimension is taken to the inside edge of the barrier.
On structures that introduce a curb where one is not present on the highway approach, a minor
curb encroachment is allowed into the shoulder for structures with steel railing systems. Railing
systems will be allowed a 5 inch encroachment, with the full shoulder dimension being
measured to the face of railing.
On structures with sidewalks, the minimum sidewalk width shall not include the width of the
curb. The standard dimension from face of rail or barrier to face of curb is 5’-7”. This dimension
assumes the minimum 5 ft. sidewalk width and includes all curbs up to 7 inches in width on the
highway approach. The dimension from face of rail or barrier to face of curb may be reduced or
increased to match a curb width varying from the assumed 7 inch curb. For example, if there is
a 5 inch, stone curb on the approach the dimension from face of rail or barrier to face of curb
may be reduced to 5’-5”. The face of curb on the bridge and the highway approach shall line up.
Stage Construction: To maintain minimum traffic lane widths during construction, it is

sometimes necessary to build a wider structure than required for the permanent condition.
Depending upon the magnitude of the widening, wider permanent shoulder or sidewalk widths
may result. The railing/barrier line shall be placed at the fascia with a transition to the highway
section taking place on the highway approach.
For projects that must accommodate truck traffic during staging, the minimum recommended
temporary travel lane width is 11 ft. Where low volumes (<500 AADT) of passenger vehicles
traveling at low speeds (≤ 30 mph) are anticipated, temporary travel lanes as narrow as 9 ft.
may be considered although a 10 ft. travel lane is preferred. Increased lane widths for safety
and snow removal shall be considered for projects which are staged for two or more
construction seasons.
The use of temporary structures for the maintenance of pedestrian traffic shall be considered
prior to making a new structure much wider than necessary.
Twin Structures: Many major highways have medians that vary in width from some minimal
dimension to distances exceeding 90 ft. When building new, widening existing, or rehabilitating
existing structures, the joining of the structures between two opposing alignments shall be
considered.
Two factors are used as evaluation criteria:
 If the distance between the median edges of the two opposing travel lanes is less
than 24 feet, the median should be closed.
 If the work zone traffic control scheme is best addressed by the closure of a median
larger than 24 feet, closing the median shall be considered.
For wide structures, the introduction of a longitudinal joint may be required. For design
requirements refer to Section 5.5.2 – Longitudinal Joints.
2017 2-3
Curved Alignments: There are four possible configurations to consider when a curved highway
alignment is to be carried on a bridge. The relationship of the beam, fascia line and railing or
parapet would fall into one of the following cases:
Case I Straight beams

Straight fascia line
Straight railing/fascia line
Case II Straight beams

Straight fascia line
Curved railing/parapet line
Case III Straight beams - variable overhang

Curved fascia line
Curved railing/parapet line
Case IV Curved beams

Curved concentric fascia line
Curved concentric railing/parapet line
Steel girder structures typically follow Case III or Case IV depending on the radius of curvature
and length of structure. When Case III is selected, concrete deck slab overhangs shall be within
the maximum allowed in Section 5.1.5.4.
Adjacent prestressed concrete slab units, box beam structures and NEXT beams are typically
built in accordance with Case I or II. Case I will allow the anchorage for the railing/barrier to be
located at a fixed location. Case II will require varying the anchorage location.
Spread prestressed concrete box beam structures should be built in accordance with Case I or
II. Case I will allow the anchorage for the railing/barrier to be located at a fixed location. Case II
will require varying the anchorage location. Box beams cannot have large overhangs that are
typically needed with variable overhangs.
Prestressed concrete I-beams or Bulb-tee units are fabricated straight and will follow Case I, II,
or III, with Case III the preferred option. When Case III is selected, concrete deck slab overhang
shall be within the maximum allowed in the current BD sheets.
For bridges with sidewalks, the curb should follow the curved alignment and the railing/barrier
should follow the fascia line. Provisions shall be made on the highway approach to properly
transition the railing/barrier line on the structure to the typical highway railing system.
In circumstances where a sharply curved roadway is carried by a straight bridge the

railing/barrier should follow the curve of the roadway to avoid confusion to the motorist.
When using a straight fascia and a curved railing/barrier, consideration should be given to the
deck area that would be exposed behind the back of the railing/barrier. If this area gets too large
it can become a safety concern.
2-4 2017
Miscellaneous: A reduction in shoulder width may be considered for long bridges. A long
bridge is defined as a bridge exceeding 200 feet in length. For long structures, where the
accident history is less than the Statewide average reducing the right shoulder from the
standard 10’ or 8’ right shoulder to a minimum shoulder width of 6’ is acceptable when a
significant cost saving can be achieved. The reduction in shoulder width shall be documented
in the Design Approval Document.
In urban areas, parking lanes shall only be considered for bridges less than 50 ft. long.
2.2.3 Railroad Bridges
Each individual railroad is responsible for providing a track section showing horizontal offsets
and clearance diagrams for the bridge. The distance between the centers of multiple tracks shall
also be provided by the railroad. The Rail Agreements Section in the Design Quality Assurance
Bureau shall be contacted to assist in obtaining these design parameters.
2.3 Vertical Clearances
2.3.1 Over Highways for Highway, Pedestrian, and Overhead Sign Structures
Minimum vertical clearance requirements over highways help accommodate the movement of
large vehicles for maintenance operations, utility work, and the transport of people, products,
construction equipment, military equipment for national defense, etc. To facilitate the movement
of large vehicles, the Federal government established a 16’ vertical clearance network that
consists of the National Highway System (NHS), with a few exceptions. The NHS includes:
• All routes on the Interstate System.

• The Strategic Highway Corridor Network (STRAHNET) and its highway connectors to
major military installations. The STRAHNET includes highways important to the United
States strategic defense policy and which provide defense access, continuity, and
emergency capabilities for the movement of personnel, materials, and equipment in both
peace time and war time.
• Other major routes, as established by the 1995 NHS Act.
The following portions of the NHS are exempt from the 16 ft. vertical clearance route:
 Parkways.
 Portions of the New York State Thruway, I-90, and I-190 (See Appendix 2C.)
 All NHS routes within an urban area with a federally approved 16 ft. vertical clearance
routing (For a list of the approved routes contact the appropriate Regional Planning and
Program Manager.).
Vertical clearances shall be established consistent with Table 2-2 Vertical Clearance Over
Highways (Travel Lane and Paved Shoulder). If the minimum vertical clearance cannot be met,
a nonstandard feature justification, prepared in accordance with the Highway Design Manual,
Chapter 2, Section 2.8, is required. Appendix 2C of the Bridge Manual describes the substitute
16 ft. network for the New York State Thruway for which no exception to the 16ft. vertical
clearance can be entertained. Appendix 2D contains the special procedures for nonstandard
vertical clearances over the Interstate System.
2017 2-5
Highway Type of Work Vertical Clearance

Functional Classification / 16 ft.
System on Bridge
Designation3 of Highway Crossed Exemption
Crossed Over Highway Minimum Desirable
New, Replacement Rural Freeway, Urban Freeway Nonexempt 16 ft. 16’-6”

Interstate
& Rehabilitation where there is no designated route, 14 ft. or 14’-6” or
NHS Exempt
w/structural deck or part of the 16-ft. designated route existing, existing,
replacement for urban area. whichever is whichever is
greater greater
N/A 14 ft. or 14’-6” or
Urban Freeway Principal Arterial not existing, existing,
part of the 16-ft. designated route for whichever is whichever is
that urban area. greater greater
Rehabilitations w/o All N/A 14 ft. 14’-6”
structural deck
replacement
NHS Routes where there is no N/A 16 ft. 16’-6”

New, Replacement designated route, or part of the 16-ft.
& Rehabilitation designated route for urban area.
w/structural deck
replacement
Where there is a designated route, N/A 14 ft. 14’-6”
Urban NHS Routes not part of the
16-ft. designated route for that urban
area.
NHS N/A 14 ft. 14’-6”
Parkways (except Region 10
Parkways North of Route 27)
N/A 12’-6” 13 ft.
Parkways in Region 10 north of
Route 27
All (except Region 10 Parkways N/A 14 ft. 14’-6”
Rehabilitations north of Route 27)
w/o structural deck Parkways in Region 10 north of N/A 12’-6” 13 ft.
replacement Route 27
New, Replacement All N/A 14 ft. 14’-6”
& Rehabilitations
w/o vertical
clearance posting
Non-NHS Rehabilitation w/ All N/A As approved N/A
vertical clearance by Regional
posting Director
Notes:
1. The minimum vertical clearance for pedestrian bridges is 1 foot over the minimum vertical clearance determined using this
table. An additional 6 inches is desirable for future resurfacing.
2. The minimum vertical clearance for overhead sign structures is 1 foot over the minimum vertical clearance determined
using this table. An additional 6 inches is desirable for future resurfacing. Note that bridge mounted signs shall have a
minimum vertical clearance equal to the bridge.
3. The federally approved 16 ft. vertical clearance routes through urban areas were distributed by G. Cohen’s 12/11/97
memo to the Regional Program and Project Managers.
4. Refer to Appendix 2C for bridges over the Thruway, I-90, I-190, I-290 and I-81 that are exempt from the16 ft. vertical
clearance network. A minimum vertical clearance of 14 ft. shall be used for these bridges. Additionally, a nonstandard
feature justification for using less than 16 ft. vertical clearance shall be prepared and included in the Design Approval
Document. The justification is to be based on the exempt list and approved in accordance with the Design-Related
Approvals Matrix (PDM Chapter 4, Exhibit 4-2) to satisfy FHWA administrative requirements. Note that per FHWA, a
vertical clearance of less than 14 ft. cannot be justified.
Table 2-2
Vertical Clearance Over Highways (Travel Lane and Paved Shoulders)
2-6 2017
2.3.2 Railroad Grade Separations
The minimum vertical clearance above operating mainline railroad tracks as defined by NYS
Railroad Law Section 51 (a) shall be 22 ft. A higher clearance may be justified for certain
corridors where existing clearances are higher. See Chapter 23, Section 23.10.1 of the Highway
Design Manual for additional discussion. For track other than mainline and where clearance is
restricted by other bridges, a minimum less than 22 ft. may be allowed with Railroad Owner’s
approval. Additional information is contained in the NYSDOT’s “Branchline Vertical Clearance
Policy” issued June 10, 1993. The Office of Structures will provide guidance, with the
cooperation of the Office of Design.
Vertical clearances over superelevated railroad tracks may need to be increased because of the
effect of the superelevation. Because of superelevation, the clearance diagram is rotated so that
its base is on a plane passing through both rails. The necessary increase in vertical clearance is
small but must be accounted for. The typical railroad clearance diagram is shown in Figure 2.4.
Specific requirements of a railroad shall be determined prior to final design.
2.3.3 Waterways
For hydraulic design criteria see Section 3.2.3 – Hydraulics.
2.3.4 Navigable Waterways
The only waterway in New York State that has prescribed requirements for vertical clearances is
the New York State Barge Canal System. The minimum requirements are as follows:
 Champlain Canal, Cayuga-Seneca Canal, and Erie Canal (west of Three Rivers) have a
minimum vertical clearance of 15’-6” above maximum navigable pool elevation. The
channel depth shall be no less than 12 ft. from normal pool elevation.
 Oswego Canal and Erie Canal (from Waterford west to Three Rivers) have a minimum
vertical clearance of 20 ft. above maximum navigable pool elevation. The channel depth
shall be no less than 14 ft. from normal pool elevation.
o NOTE: Variances for reductions will not be granted for channel depth or vertical
clearance standards.
Bridges undergoing replacement or major rehabilitation that do not currently provide these
minimum requirements shall be designed to comply with the prescribed vertical clearances. In
some instances, the existing bridge exceeds the minimum clearances. This does not always
mean that a replacement or rehabilitation project may reduce the existing vertical clearance.
Coordination with the N.Y.S. Canal Corporation in early project development is required to
determine the acceptable vertical clearance.
Other navigable waterways such as the Hudson River (south of Albany), St. Lawrence
River/Seaway, etc., may fall under the jurisdiction of other local, state and federal agencies,
commissions, and /or authorities. These agencies may have their own requirements for vertical
clearance to be provided or may desire to increase or decrease the existing vertical clearance.
2017 2-7
In instances that involve a state owned bridge, coordination between all the interested parties is
necessary to achieve the most appropriate vertical clearance.
Vertical clearance for other navigable waterways may be determined in many ways; i.e. existing,
upstream and downstream clearances, type and size of vessels utilizing the waterway, etc. This
information is also valuable in considering the need to provide pier protection (refer to Section
2.4 - Horizontal Clearances: Under-Bridge Features). Ordinary High-Water elevation for nontidal
or Mean High Water for tidal areas will be used when determining minimum vertical clearance.
Water depth will be determined from Normal Pool Elevation in nontidal waters or Mean Sea
Level in tidal areas.
2.3.5 Miscellaneous Vertical Clearance Criteria
Thru-Truss - The end portals of all newly designed highway trusses shall allow for 17 feet of
vertical clearance plus an additional 6 inches to accommodate oversize vehicles and future
overlays.
Flood Control Project - Where a bridge project crosses an established or proposed flood
control project, the responsible agency (e.g., U.S. Army Corps of Engineers) will establish the
desired vertical clearance over the Floodway Project Design Elevation. The Hydraulics Unit of
the Office of Structures will assist in obtaining the criteria.
Trails/Shared-Use and Pedestrian Only Paths – When emergency/maintenance vehicle

access is not required, structures crossing over existing or proposed recreational trails/shared-
use paths shall provide a minimum of 10 ft. vertical clearance with 12 ft. preferred. The
minimum vertical clearance over a pedestrian only path shall be 8 ft. with 10 ft. preferred when
emergency/maintenance vehicle access is not required. When emergency/maintenance vehicle
access is required a minimum vertical clearance of 13 ft. shall be provided.
Canal Trails - Along all sections of the canal system, access corridors are being established.
This system of trails on the banks parallel to the canal shall provide a 10 ft. minimum, 13 ft.
preferred of vertical clearance. This will allow access for maintenance equipment such as small
cranes and dump trucks. At locations with a trail on each side, a minimum vertical clearance of
13 ft. shall be provided on at least one side. Early coordination with the Canal Corporation is
required.
Extended Berm (Bench - In places where an abutment has a larger than standard berm in
front of the bridge seat a minimum clearance of 3 ft. is desired between the bottom of the low
beam elevation and the top of the bench. This provides access for inspection of the underside of
the superstructure.
Parkways - Table 2-2 shall be followed for vertical clearance requirements. However, many
structures crossing parkways are required to be of certain configuration, i.e., arches, frames,
etc. These configurations can significantly affect horizontal and vertical clearances. If there are
considerable constraints on profile adjustments and if the required minimum vertical clearance
is 14 ft., it shall be provided over at least one lane. The remaining lanes may provide a lower
minimum of 12’-6”.
2-8 2017
2.4 Horizontal Clearances: Under-Bridge Features
2.4.1 Highway
Whenever possible, a substructure unit shall be located to minimize the potential of vehicle
impact as well as to lessen the effects of a hostile environment such as salt laden road spray
and snow. The desired roadside horizontal clearances to fixed objects and recommended
roadside clear areas shall be provided in accordance with the current AASHTO Roadside
Design Guide and Chapter 10 of the Highway Design Manual. Piers located in narrow medians
should be made parallel to the roadway whenever possible to allow for the possible future
widening of the under roadway. In wider medians, a graded earth berm treatment should be
considered in the pier area. (See Figure 2.1 for details.)
In urban areas, a minimum setback of 10 ft. from the face of curb to the face of any substructure
unit should be provided. This corridor allows for sidewalk and utility placement independent of
the roadway. Design speeds and class of highway may require greater setback distances. Refer
to the Highway Design Manual for the recommended clear zone.
Stopping Sight Distance is also a critical design element. See Chapter 2 and Chapter 5 of the
Highway Design Manual for more information.
2.4.2 Navigable Waterways
Waterways in New York State vary in type from intermittent streams to large lakes and rivers
which can support navigation involved in interstate or foreign commerce. Actual navigation on
these waterways may be nonexistent, strictly recreational (rafts/canoes) or mixed recreational
and commercial. Jurisdiction for approval of work in these waterways may rest with one or more
of the following: the New York State Department of Environmental Conservation, the U. S. Coast
Guard, U. S. Army Corps of Engineers, New York State Department of State, Adirondack Park
Agency, Office of Parks and Recreation and Historic Preservation, United States Fish and
Wildlife Service, National Marine Fisheries, National Park Service, or New York City Department
of Environmental Protection.
In the early phases of project development, all projects involving a waterway shall be evaluated
by the NYS Department of Transportation’s Regional Environmental Coordinator. Procedures to
be followed for locally administered projects can be found in the Procedures for Locally
Administered Federal-Aid Projects Manual (PLAFAP). A copy of the Coast Guard Jurisdiction
Checklist can be found in Appendix 2E of this manual.
Bridge projects that require fill and/or excavation in or adjacent to surface waters, including
wetlands and special aquatic sites, or that impact state and federal rare, threatened or
endangered species require early coordination with the Regional Environmental Contact.
Regulatory permit conditions may influence the type of work performed. For example, replacing
an existing single span with a precast reinforced concrete box requires prior approval from the
Department of Environmental Conservation and the Corps of Engineers. For further information
on permitting issues relating directly to the disturbances of surface waters and associated
riparian areas, please refer to Chapter 4 of the Environmental Procedures Manual and Chapter 8
of the Highway Design Manual.
2017 2-9
Figure 2.1
Schematic of a Median Berm
2-10 2017
Waterways that support commercial navigational traffic typically require a formal Coast Guard
Permit. The Coast Guard Compliance Unit of the Office of Structures will help determine the
need, and normally prepare the paperwork, for a Coast Guard permit for state administered
projects. For locally administered projects, it shall be the responsibility of the project sponsor
or his designee to assemble the necessary permit documents and submit them to the
appropriate Coast Guard District for their action. Access to the Coast Guard Bridge permit
Application Guide is provided on the Internet through the Bridge Administration Web Page
(http://www.dco.uscg.mil/Office-of-Bridge-Programs/ )
Rivers that are designated for inclusion in the State or Federal Wild, Scenic and Recreational
Rivers systems may have restrictions on the placement of piers within the banks of the river.
Contact should be made with the appropriate Regional Environmental Coordinator prior to
establishing span lengths.
The location of piers and pier protection systems for structures in the New York City/Long Island
Region, the Lower Hudson River area, the Great Lakes Region, and the St. Lawrence River/
Seaway should be handled on a case by case basis. Coordination with the appropriate Coast
Guard District is required.
Early attention should be paid in determining the various types of permits needed and required
supporting documentation. If identified too late, the permit process can become the critical path
for a project.
The only waterway in New York State that has prescribed requirements for horizontal clearances
related to navigation is the New York State Barge Canal System. The following guidelines shall
be considered binding in designing new or replacement bridges over the canal system. Minor
variances to the stated criteria may be granted on a case by case basis. Final decisions on
variance requests will rest with the N.Y.S. Canal Corporation and N.Y.S. Dept. of Transportation.
1. Horizontal Clearance: Consideration shall be given to hydraulic/hydrologic factors, canal
curvature and local navigation conditions. Adverse site conditions which may merit an
increase in horizontal clearance standards should be identified early in project development
and all subsequent design approval documents. Adequate documentation must be provided
(accident records, groundings, etc.) for considerations that will increase project cost due to
required increases in the minimum stated criteria.
2. Access Trails: The lands adjacent to the Barge Canal System are being developed for
recreational use by the public. The placement of a new substructure shall, when feasible
accommodate an access trail beneath the structure. The elevation of this trail should be
kept above ordinary high water whenever possible. Adequate vertical clearances shall be
provided when feasible (See Miscellaneous Vertical Clearance Criteria, Canal Trails).
Minimum trail widths can be found in AASHTO’s Guide for the Development of Bicycle
Facilities.
3. Channel: The edge of channel is defined as the outside edge of the theoretical bottom
angle. Therefore, in a typical earth section of 75 ft., the channel is 75 ft. wide. Figure 2.2
shows typical channel sections. All substructures, including cofferdams and fender systems,
shall be placed a minimum of 5 ft. outside of channel limits. Encroachment upon earth or
rock in section channel limits will not be allowed. Please note that typical sections are
subject to transition areas which will vary from the stated widths.
2017 2-11
4. Pier Protection: Where barge traffic exists, all new or replacement substructures located
in water depths exceeding 2 ft. shall have an impact attenuator system around the
pier(s). A typical system shall consist of a permanent steel sheeting cofferdam with a
tremie seal and filled with screened gravel (a heavy-duty galvanized gabion cover in river
sections is required), See Figure 2-3. The minimum gravel fill requirement is 5 ft. from
face of pier to inside edge of sheeting. Steel sheeting will extend to 3 ft. above maximum
navigable pool elevation. A rubber dock-fender system will be installed on the channel
sides of sheeting and wrap around the face of the pier so that it extends at least 3 ft.
beyond the point at which the sheeting is parallel with the pier. The centerline of the
rubber dock fender shall be located 18 inches above normal pool elevation. Should
normal pool elevation and maximum navigable elevation differ by more than 2 ft., a
second fender shall be placed at an elevation of 18 inches above maximum navigation
elevation. In all cases the minimum horizontal clearance from centerline of pier to edge of
channel shall be 16 ft. The designer shall verify the adequacy of the above system for
meeting the current NYSDOT LRFD Bridge Design specifications. Alternate systems
meeting the design specifications are allowed.
5. Where the potential for barge traffic exists, and construction of a pier does not require
the use of a sheet piling cofferdam (i.e., areas that can be dewatered), any proposed
bridge project shall consider using the same requirements as above. This approach
would allow the option of constructing an impact attenuator system at a future date and
not encroach on channel limits. The minimum horizontal clearance of 16 ft. from
centerline of pier to the edge of channel shall be used.
6. Column pier configurations are not typically allowed on canal bridge projects. If column
piers are chosen, their use shall be limited to areas outside of the designated channel
and shall be placed on a solid pier plinth that extends no less than 3 ft. above maximum
navigable pool elevation. In instances where an impact attenuator system is not required
at this time, a rubber dock fender system is necessary to protect both vessel and
structure from damage. Therefore, all substructures located in water depths exceeding 2
ft. of depth (from normal pool) will have a rubber dock fender system installed.
Installation requirements are the same here as they are for the impact attenuator
system.
7. Rehabilitation Projects: Rubber dock fenders and/or an impact attenuator system for
substructures located in the navigable portion of the canal should be considered on an
individual basis and practicality of such an installation. It is also important to note that
any rehabilitation work which will change the width of the superstructure, skew angle or
alter existing horizontal and/or vertical clearances over the canal will require a U. S.
Coast Guard bridge permit before construction may commence. When this occurs,
navigation lights not previously required may become mandatory. Questions should be
directed to the Office of Structures, Coast Guard Compliance Unit.
8. Permits: All bridges (permanent or temporary) constructed over the canal require a
Section 9 bridge permit before construction may commence. The Office of Structures,
Coast Guard Compliance Unit or the bridge owner or his designee is responsible for
obtaining the bridge permit and coordinating with the U.S. Coast Guard.
2-12 2017
Figure 2.2 – Typical Canal Channel Sections
2017 2-13
Figure 2.3
Canal Pier Details
2-14 2017
2.4.2.1 Navigation Lights
The U.S. Coast Guard is the sole authority in determining the requirements for navigation lights.
The Office of Structures, bridge owner, or the bridge owner’s designee is responsible for
securing Coast Guard approval. Once approval of the lighting system is obtained, modifications
cannot be made without additional Coast Guard review.
For fixed bridges required to have navigation lighting, each fascia of the superstructure shall
indicate channel limits of passage through the structure for nighttime traffic. The edge of
channel will be marked by a red channel margin light which shall show through a horizontal arc of
180 degrees. The center of channel will be marked by a green navigation light showing
through a horizontal arc of 360 degrees. The focal plane (center of lens) of all navigational lights
shall never be less than 6 inches below “Low Steel”. Navigation lights are not considered an
encroachment on vertical clearances and shall be placed over actual channel limits whenever
possible.
Due to the variety of structure types and navigable conditions, some bridge locations may be
exempted from displaying navigation lighting. The Office of Structures or the bridge owner or a
designee will coordinate with the U. S. Coast Guard for proper lighting requirements.
2.4.2.2 Additional Navigation Aids
The U.S. Coast Guard is the sole authority in determining the requirements for numerous other
aids to navigation. Ordinarily, they do not mandate such items but the possibility does exist. The
Office of Structures, bridge owner, or the bridge owner’s designee is responsible for
coordination with the Coast Guard. Possible items that may be required to be installed to aid
navigation are retroreflective panels, pier lights, daymarks, radar reflectors, racons, painting of
the bridge piers, and vertical clearance indicators.
2.4.3 Railroads
For projects crossing railroads, it is desirable to carry the railroad's existing section or
planned standard section under the bridge without alteration. However, FHWA has specified
participation limits which determine the length of bridge they will fund. The Department
concurs with these limits which are shown in Table 2-3. The distance from the centerline of the
outside track to the 1 on 2 embankment shall be measured along a horizontal line at the top of
rails at right angles to the track. In the case of superelevated tracks, the horizontal line is at
the top of the high rail. This distance shall not exceed that shown in Table 2-3. For single
track layouts, an off track maintenance roadway is provided on one side only. The railroad will
specify the side. In multiple track situations, off track maintenance roadways may be required
on both sides. The railroad shall specify a need for two roadways and identify their locations.
In the event the railroad has, or plans to have, a wider cross section, Table 2-3 will govern at the
bridge, and the railroad drainage ditch shall be piped through the embankment (See Figure 2.5).
Greater dimensions may be justified on the basis of effective span arrangements and
extraordinary drainage conditions, such as defined streams. In the event the railroad's actual
existing or proposed section is less than that given in Table 2-3, the railroad's actual section
shall be used.
2017 2-15
Figure 2.4
Railroad Clearance Diagram
*Check individual RR for acceptance of the clipped corners
2-16 2017
Notes:
1. This detail applies for multiple track installations on a tangent.

2. This detail also applies to new track installation constructed simultaneously with new
structure construction.
3. W.P.1 is a working point used to establish the shoulder break length.
4. The 20 ft. offset to the face of pier accommodates an off track maintenance roadway.
If multiple tracks exist, this offset may be required for both sides as well as between
various sets of tracks.
5. Whenever possible, the pier and the highway embankment shall be located to avoid
established drainage ditches. When unavoidable, drainage pipes may be used to
carry surface drainage through the embankment, the bottom of footing for a pier shall
be placed below the bottom of ditch elevation.
6. Any pier located within 25 ft. of the centerline of a set of tracks shall be protected by
6’-0” crash walls designed in accordance with current American Railway Engineering
and Maintenance of Way Association (AREMA) specifications, or the requirements of
the affected railroad.
Figure 2.5
Track on an Embankment
(Section Perpendicular to Centerline of Track)
2017 2-17
Notes:
1. This detail also applies to multiple track installations on a tangent.

2. W.P.2 is a working point used to establish the shoulder break length.
3. The 20 ft. offset accommodates an off track maintenance roadway. If multiple tracks
exist this offset may be required for both sides as well as between various sets of
tracks.
4. Any pier located within 25 ft. of the centerline of a track shall be protected by 6’-0”
crash walls designed in accordance with current American Railway Engineering and
Maintenance of Way Association (AREMA) specifications or the requirement of the
affected railroad.
5. When possible, piers shall be kept out of ditch areas. The bottom of footing elevation
for a pier shall be placed below the bottom of ditch elevation.
Figure 2.6
Track in Cut
(Section Perpendicular to Centerline of Track)
2-18 2017
Notes:
1. This detail also applies to multiple track installations on a tangent.

2. The 20 ft. offset accommodates an off track maintenance roadway. If multiple tracks
exist, this offset may be required for both sides as well as between various sets of
tracks.
3. Ditching through the structure area shall meet and match adjoining existing drainage
ditches for both alignment and profile.
4. Any pier located within 25 ft. of the centerline of a track shall be protected by crash
walls designed in accordance with current American Railway Engineering and
Maintenance of Way Association (AREMA) specifications or the requirement of the
affected railroad.
5. When possible, piers shall be kept out of ditch areas. The bottom of footing elevation
for a pier shall be placed below the bottom of ditch elevation.
Figure 2.7
Typical Railroad Rock Cut Section
(Section Perpendicular to Centerline of Track
2017 2-19
Lateral Distance from Centerline of Outside Track

to 1 on 2 Embankment*
Railroad Section With Off-Track Without Off-Track
Maintenance Roadway Maintenance Roadway
Fill 28 ft. 20 ft.
Cut 30 ft. 22 ft.
CutHeavy Snow Area** 33 ft. 25 ft.
* When the outer track is on a horizontal curve, increase these dimensions one inch for every
degree of curvature to a maximum of 1’-6”.
** Heavy Snow Area - All portions of state except NYC area and Long Island.
Table 2-3
Lateral Offset from Centerline of Tracks
Railroad Bridges − A typical single track, thru-girder bridge is shown in Figure 2.8 The
dimensions shown in Figure 2.8 are only for reference. Prior to final design, the railroad involved
must provide an approved section. A general clearance diagram for railroad bridges is shown in
Figure 2.3.
Figure 2.8
Typical Thru-Girder Railroad Bridge
2-20 2017
2.4.4 Miscellaneous Corridors
At times, besides being required to cross a major feature such as a roadway or river, the new
bridge must accommodate secondary corridors. These corridors can range from a defined
paved bikeway/walkway to a level area of natural ground which would allow passage under the
bridge of such things as cattle and wildlife. This requirement shall be identified in the design
approval document as well as on the Bridge Data Sheet - Part 1.
A minimum corridor width and required headroom shall be indicated if it becomes a control
feature. Unpaved access roadways for fire, emergency or maintenance equipment also fall into
this category.
2.5 Live Loading Requirements
2.5.1 New and Replacement Bridges
New and replacement bridges shall be designed in accordance with Section 1.
2.5.2 Bridge Rehabilitations
Bridge rehabilitation projects where the superstructure is being replaced while retaining all or
part of the substructures shall be designed in accordance with NYSDOT LRFD Bridge Design
Specifications. Existing substructures to remain need not be upgraded to accommodate the
provisions of the NYSDOT LRFD Bridge Design Specifications.
For bridge rehabilitation projects, Level 1 Load Ratings, using LRFR and LFR shall be developed
for all bridge superstructures. All retained superstructures shall have a LRFR or LFR inventory
rating factor > 1.0. Justification for not including strengthening of the superstructure ( if needed)
to meet the minimum rating stated above shall be included in the Bridge Rehabilitation Report.
2.5.3 Temporary Bridges
Temporary structures carrying vehicular traffic shall be designed and constructed in accordance
with the provisions of the NYSDOT Standard Specifications for Construction and Materials -
Section 619 – Work Zone Traffic Control. The NYSDOT LRFD Standard Specifications shall be
used for the following types of projects:
 Interstate or equivalent highways with Average Daily Truck Traffic (ADTT) over 10,000.
 Interstate or equivalent highways where it is anticipated that the temporary structures will
be in service longer than one year.
 Other locations that may have unique situations in regard to very heavy industrial truck
traffic, anticipated very heavy permit vehicles or access to railroad yards and port
facilities.
2017 2-21
Temporary structures with a design live load less than minimum specified in Section 619 – Work
Zone Traffic Control of the NYSDOT Standard Specifications for Construction and Materials shall
only be used with the approval from the Regional Structures Engineer.
2.5.4 Pedestrian Bridges
All pedestrian bridges shall be designed in accordance with NYSDOT LRFD Bridge Design
Specifications and the AASHTO LRFD Guide Specifications for Design of Pedestrian Bridges,
December 2009.
2.5.5 Railroad Bridges
All structures carrying railroads shall be designed for Cooper E-80 loading, unless stated
otherwise in the Design Approval Document.
2.6 Alignment, Profile and Superelevation
2.6.1 Horizontal Alignment
The alignment of a bridge can be controlled by a highway realignment project or be set by the
standards that are to be used for a bridge only replacement project. Three factors normally
dictate the chosen alignment: class of highway, design speed and traffic volume. The
requirements of each individual project should be reviewed prior to establishing the necessary
horizontal and vertical control standards. If possible, the highway designer should avoid placing
spiral alignments and compound curve alignments on structures. Conventional highway
treatments such as spiral alignments, reverse curves and superelevation banking transitions,
when used on a bridge, can complicate the design, increase cost and make construction
difficult.
Severely skewed alignments can cause uplift, seismic design and maintenance problems, and
may result in a structure that is considerably longer than the existing structure.
2.6.2 Profile
When selecting project standards, such as maximum grades and stopping sight distances, the
highway designer should avoid placing a sag curve or a level (0%) grade at the bridge location.
If a sag curve cannot be avoided the bridge designer should avoid placing the beams on a sag
and fabricating them with negative camber.
Steel beams shall use variable haunches to minimize or eliminate sag in the bottom flanges.
See Section 8.9.1 for further discussion on sag cambers for steel bridges.
Prestressed units shall not be subjected to negative camber. For this reason precast units that
carry traffic directly, such as deck bulb tees and Type D NEXT beams, shall not be used on
structures with a sag profile. The only corrective measure which can be used for other types of
prestressed concrete units is to vary the thickness of the concrete deck, the haunch or the
wearing surface. If this procedure cannot accommodate the geometry of the vertical curve in a
reasonable manner, the use of precast units is not allowed except with DCES approval.
A level (0%) grade is undesirable due to drainage issues especially with barrier or curbed
sections. See Section 5.4 for further discussion on deck drainage.
2-22 2017
2.6.3 Superelevation
Transitions in the cross slope of a bridge deck should be avoided whenever possible. When it
has been determined that transition on the bridge is unavoidable, the following procedure is to
be used:
The length of the transition shall be determined from the appropriate "Superelevation Table"
found in the current edition of AASHTO's A Policy on Geometric Design of Highways and
Streets. Maximum superelevation rates are 4% for urban conditions and 8% for rural conditions
Simple Circular Curve Alignments
Between 90% and 60% of the runoff shall be applied in the tangent and between 40% and 10%
will be carried into the curve. The typical split is 70% - 30%. The runout will be applied to the
tangent prior/after the runoff.
Spiral/Circular Curve Alignments
The full required superelevation shall be obtained by the time the SC (Spiral to Curve) point is
reached. Full superelevation will be carried through the circular curve until the CS (Curve to
Spiral) point is met. The superelevation transition length (LT ) will consist of two parts; the length
of spiral equal to the LS value in the appropriate "Superelevation Table" and an additional length
of transition known as the Tangent Runout (TR).
LT = LS + TR
TR = L x (N.C.)
e
See Figure 2.9 – Banking Simple Curve and Figure 2.10 – Banking Spiral Curve
The Point of Rotation (POR) and the superelevation rates for the lanes and shoulders will be
identified for each individual project. On a structure, the low-side shoulder will maintain the
same cross slope as the adjacent travel lane. If the high side shoulder is broken back it should
maintain a constant downward slope of 2%. For recommended rollover combinations see
Highway Design Manual.
For bridges with reinforced concrete approach slabs, the shoulder cross slope transition from
the highway cross slope to the 2% cross slope on the bridge shall be applied prior to the
approach slab. The approach slab will be treated the same as the bridge deck. The difference of
the grades for the high-side shoulder and the adjacent travel lane should never exceed 10%.
The high shoulder will almost always be set at a 2% down slope.
The number and location of the breaks in the cross slope should be kept to a minimum, due to
the limitations of deck finishing machines. If the travel lane and adjacent shoulder on the low
side of the bridge are in transition, that is decreasing the cross slope, a break will be introduced
when the transitioning cross slope reaches 2%. At that point the shoulder will retain the 2%
down slope, and the travel lane will continue to transition until it reaches the required cross
slope.
2017 2-23
For buried structures such as box culverts, the standard highway section will be carried across
the structure if possible. The shoulders will be the same as on the highway sections. If
necessary to provide minimum pavement thickness, the shoulder banking may be treated like a
bridge deck shoulder.
Further information on superelevation and transitions can be found in Chapters 2 and 5 of

the Highway Design Manual.
LT
LT = Length of Transition
N.C. = Value of Normal Crown Banking
P.O.R. = Point of Rotation
e = Superelevation required for a specific horizontal curve
Outside Edge = Larger radius of horizontal alignment
P.C. = Point of Curvature
See Chapter 5 of the Highway Design Manual for Runoff and Runout Formulae.
Figure 2.9
Banking Simple Curve
2-24 2017
S.C.
LT
T.S.
LS
LT = Length of Transition
L S = Length of Spiral
TR = Tangent Run-out
N.C. = Value of Normal Crown Banking
P.O.R.= Point of Rotation
e = Superelevation required for a specific horizontal curve
Outside Edge = Larger Radius of horizontal alignment
S.C. = Spiral to Curve Point
T.S. = Tangent to Spiral Point
Figure 2.10
Banking Spiral Curve
2017 2-25
Appendix 2A
Bridge Roadway Width Tables
The tables included in the following two pages have been derived from Chapters V and
VI of AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011.
Table R, “Minimum Clear Bridge Roadway Widths”, applies to new and replacement bridges
on Rural and Urban Collectors and on Local Roads and Streets.
Table N, “Maximum Width of Traveled Way and Shoulder”, applies to new, replacement
and rehabilitated bridges on Rural and Urban Collectors and on Local Roads and Streets.
Table X, "Minimum Clear Bridge Roadway Widths for Bridge Rehabilitations”, applies to bridge
rehabilitations (includes one-lane bridges on local and collector roads, see Table 2-1 Clear
Bridge Roadway Width Standards.
See Section 2.2.1 Clear Roadway Width Standards for Bridges and Table 2-1 Clear
Bridge Roadway Width Standards for additional discussion on bridge roadway widths.
Additional clarifications:
1. All traffic is two-way.
2. The average daily traffic (ADT) in vehicles per day is always the design year traffic.
3. Refer to the Project Development Manual (PDM) Appendix 5, Table 5-1 Design Year
Traffic Forecast for the design year for bridge work.
4. "Traveled way" is the portion of the roadway for the movement of vehicles, exclusive
of shoulders.
2017 2A-1
Table R
Minimum Clear Bridge Roadway Widths For New and Replacement Bridges
(Local and Collector Roads)
Design Volume (vehicles/day) Minimum Roadway Width of Bridge a
Under 400 Width of traveled way plus 2 ft. each side
400 - 1500 Width of traveled way plus 3 ft. each side
1500 – 2000 Width of traveled way plus 4 ft. each side b
Over 2000 Approach roadway width b
(Ref. AASHTO’s A Policy on Geometric Design of Highways and Streets, 2011, Table 6-6)
Notes:
a Where the approach roadway width (traveled way plus shoulders) is surfaced, that
surface width shall be carried across the structures.
b
HDM Chapter 2, Exhibit 2-5 and Exhibit 2-7, a 4.0 ft. minimum shoulder is required where
roadside barrier is utilized
2A-2 2017
Bridge Roadway Width Tables
Table N
Maximum Width of Traveled Way and Shoulder

(Local and Collector Roads)
Design Volume (vehicles/day)

Design
Speed Under 400 to 1500 to Over
(mph) 400 1500 2000 2000
Width of Traveled Way (ft)b
20 20 20 22 24
25 20 20 22 24
30 20 20 22 24
35 20 22 22 24
40 20 22 22 24
45 20 22 22 24
50 20 22 22 24
55 22 22 24 24
60 22 22 24 24
65 22 22 24 24
- Width of Shoulder on Each Side of Road (ft)
All
2.0 a 5.0 6.0 8.0
Speeds
Notes:
a HDM Chapter 2, Exhibit 2-5 and Exhibit 2-7, a 4.0 ft. minimum shoulder is required
where roadside barrier is utilized.
b exclusive of auxiliary lanes.
2017 2A-3
Table X
Minimum Clear Bridge Roadway Widths For Bridge Rehabilitations b
(Local and Collector Roads – Two Lanes)
Design Volume (veh/day) Minimum Clear Bridge Roadway Width (ft) a
Under 400 22
400 to 1500 22
1500 to 2000 24
Over 2000 28
Notes:
a Clear width between curbs or railings, whichever is less, shall be equal to or greater than
the approach traveled way width.
b Table X does not apply to structures with a total length greater than 100 ft. These
structures should be analyzed individually by taking into consideration the clear width
provided, safety, traffic volumes, remaining life of structure, design speed and other
pertinent factors.
2A-4 2017
Appendix 2B
One-Lane Bridge Policy
A. Objective: This policy sets forth criteria used to determine where it would be
acceptable to replace an existing one-lane bridge by another one-lane bridge.
When an existing one-lane bridge has deteriorated beyond a point where
rehabilitation is appropriate, an evaluation shall be made to determine whether
closure of the road or removal of the bridge is an acceptable solution. If that
evaluation indicates that the bridge is deserving of replacement, then a determination
must be made of the number of traffic lanes to be carried by the proposed bridge.
The objective of this policy is to govern that decision.
B. Definitions:
Existing One-lane Bridge: One upon which two vehicles, traveling in the same or
opposite direction, will not normally attempt to pass one another. The bridge may or
may not be signed as a "One-lane Bridge". In the absence of recorded or observed
experience, any bridge less than 16 ft. wide, curb to curb or rail to rail, shall be
considered as a one-lane bridge. A ramp bridge, carrying traffic in only one direction,
is not a one-lane bridge for the purpose of this definition.
Existing One-lane Road: One upon which two vehicles, traveling in the same or
opposite direction, will pass one another only with care, usually by the slowing or
stopping of one or both vehicles, and perhaps by the movement of one or both
vehicles partially off the pavement surface, often accomplished at intermittent
widenings which may occur naturally or which may be developed deliberately to
facilitate such passing. In the absence of recorded or observed experience, any road
measuring less than 16 ft. wide, edge to edge of roadway (including pavement plus
graded shoulders), shall be considered as a one-lane road, unless it carries traffic in
only one direction.
C. Requirements: An existing one-lane bridge may be replaced by another one-lane
bridge if each of the following requirements are met:
1. The project shall meet the requirements of Table 5-11 of AASHTO’s A Policy on
Geometric Design of Highways and Streets - 2011.
2. The current two-way ADT must be less than 350, and the predicted ADT for the
30th year after completion of the project must be less than 500.
3. The current and anticipated future operating speeds must be not greater than
40 mph.
4. An analysis of the three-year crash experience must reveal no more than one
reported crash, with no crash being reported during that same period as being
directly attributable to the narrowness of the existing one-lane bridge.
5. The replacement bridge and its approaches must be signed as a "One-lane
Bridge" in accordance with the MUTCD.
6. Horizontal and vertical sight distances must be provided to allow approaching
motorists to safely observe an opposing vehicle on the bridge or its far
approaches.
2017 2B-1
D. Desirable Conditions: In addition to the above requirements, other relevant factors

should be evaluated and considered before a final decision is made in favor of a
bridge replacement to carry one-lane of traffic. Several of these factors are
subjective in nature, and others may be very difficult to measure or identify with
exactness. All should be treated as desirable conditions which should be met, but
which are not absolute requirements. A list of such preferable conditions would
include, but not be limited to, the following:
1. The local authorities should have no substantive objection to a one-lane bridge.
2. The existing two-way approach roadway should be one-lane wide and operating
as a one-lane road (although this may be difficult to determine with confidence).
3. There should be no plans for the future improvement of the highway which would
be expected to substantially alter existing operating conditions.
E. Supporting Documentation: Sufficient information should be supplied in the
Scoping Phase so that the requirements and desirable conditions can be evaluated
and a decision reached prior to the preparation of the Design Approval Document. If
portions of that information are lacking, the final decision on the number of lanes may
be made at a later time, but must, in any event, be resolved at or prior to Design
Approval.
F. Justification: In order to achieve economics, one-lane bridge replacements shall be
permitted when certain safety requirements have been met and certain conditions
evaluated. Compared against the cost of a complete two-lane bridge, a minimum
savings of 10 to 15 percent can be routinely expected, with appreciable greater
savings when existing substructures can be retained.
G. Conclusion: When all requirements have been met, and when a final decision has
been made to replace an existing one-lane bridge by another one-lane bridge, and
when Design Approval, specifying that decision, has been obtained, the structural
design normally shall produce plans for a bridge 14 ft. wide between railings, except
that the replacement shall not be narrower than the existing one-lane bridge. Minor
variations are permissible to account for the intricacies of particular structural
components.
2B-2 2017
Appendix 2C
Vertical Clearance over the New York State Thruway,
I-90 and Revised 16' Clearance Network
The current statewide16' vertical clearance network in the west to east direction is described
below:
 State Route 17/I-86 from the Pennsylvania state line east to I-81, I-81 from Route
17/I-86 north to I-88, I-88 east to I-90 (Thruway exit 25A) and I-90 east to I-87
(Northway) in Albany (Thruway Exit 24); and State Route 17/I-86 from the
Pennsylvania state line east to I-81, I-81 south to the Pennsylvania line, and I-84
east to the Connecticut state line.
As part of a December 12, 1991 agreement with FHWA, the Department made a
commitment to provide 16’ clearance on this network. Accordingly, regardless of funding
sources, no exceptions will be entertained to the 16’ clearance requirement for bridges over
the routes described above if the project involves:
 Bridge replacement or
 Bridge rehabilitation including deck replacement
Justification for retention of nonstandard clearance is required for bridges along the
identified additional routes listed below:
1. I-90 from the Pennsylvania State line east to I-88 (Thruway Exit 25A) in the Capital
District;
2. I-90 from I-87 Northway (Thruway Exit 24) east to the Massachusetts State line;
3. I-87 from Route 300 (Thruway Exit 17; I-84), north to I-87, Northway (Thruway Exit
24);
4. I-190 in the Buffalo-Niagara Falls area.
At the end of this appendix is a listing of the bridges along these particular routes. When a
project involves one of the listed bridges whose clearance is 14' or greater but less than 16’
and the existing clearance is not being diminished, the Region will request approval to retain
the existing clearance in accordance with the SAFETEA-LU Matrix.
The request should include the following nonstandard feature justification:
The structure carrying...over..., BIN...provides a minimum vertical clearance of ....

This structure is one of those on the listing of structures in Appendix 2C of the
NYSDOT Bridge Manual whose existing clearance can be retained as agreed by
FHWA on December 12, 1991.
2017 2C-1
When a project results in reducing existing vertical clearance of bridge(s) listed, a full
nonstandard feature justification will be required. FHWA has stated that the Department
cannot approve any vertical clearance less than 14'.
Coordination with SDDC: Based on a January 27, 1998 letter from the Department of the
Army, the Military Traffic Management Command, Transportation Engineering Agency (now
Surface Deployment and Distribution Command (SDDC)) has concurred with a batch design
exemption for the bridges along the above six routes as long as the existing clearances are
not being diminished. All exceptions to the 16 ft. vertical clearance standard along the routes
described in the first paragraph of this appendix are to be coordinated with the SDDC (see
Appendix 2D). On other urban Interstate routes, where the 14 ft. vertical clearance standard
applies, there is no requirement to coordinate with nor notify the SDDC.
This Appendix applies only to listed bridges and to those on the 16 ft. vertical clearance
network described in this Appendix. Existing rules relative to vertical clearance continue to
apply to all other bridges.
2C-2 2017
Vertical Clearance
List of bridges over the Thruway, I-190, and I-90 with vertical clearance less than 16 that
NYSDOT and FHWA have agreed to exempt from the 16’ requirement by use of this
Appendix.
RC BIN Feature Carried Feature Vertical Clearance Thruway

Crossed (Feet/Inches) Milepoint
11 1015970 Rte. 20 87IX 14'-6" 0014685
11 1022440 Old Rte. 32 87IX 14'-6" 0013954
11 1025320 443 443 11022005 87IX 14'-8" 0014247
11 1033101 87I 87I11081000 90I 14'-0" None
11 1033102 87I 87I11081000 90I 14'-0" None
11 1047510 396 396 11011064 87IX 14'-4" 0813461
11 5513349 912MX 87IX 14'-8" 0080000
11 5513500 Beaver Dam Road 87IX 14'-2" 0013542
11 5513520 Clapper Road 87IX 14'-3" 0013670
11 5513530 Wemple Road 87IX 14'-2" 0013804
11 5513580 New Scotland Ave. 87IX 14'-2" 0014431
11 5513600 Russell Rd. Co. 204 87IX 14'-1" 0014538
11 5513610 Schoolhouse Rd. 87IX 14'-8" 0014642
13 1018030 23A 23A13011324 87IX 15'-4" 0011001
13 1031060 81 81 13021199 87IX 14'-2" 0012221
13 1038060 144 144 13011008 87IX 14'-2" 0012756
13 1053550 9W 9W 13041188 87IX 15'-1" 0012369
13 5513180 Brick Schoolhouse 87IX 14'-1" 0010862
13 5513200 Old Kings Highway 87IX 15'-3" 0011257
13 5513220 CR 23B 87IX 14'-7" 0011364
13 5513230 NYSTA INT 21 87IX 14'-3" 0011389
13 5513290 New Balt Ser Rd 87IX 14'-1" 0012728
14 5513400 90I EB B-1 Ramp 87IX 14'-7" 0080659
14 5513410 Woodward Road 90IX 14'-2" 0080778
2017 2C-3
14 5513420 Woodward Road 90IX 14'-0" 0080777
14 5513430 Bunker Hill Road 90IX 14'-0" 0080847
14 5513440 Bunker Hill Road 90IX 14'-0" 0080846
14 5513460 90IX 87IX 14'-6" 0080658
16 1038760 159 159 16011115 90IX 14'-2" 0015923
16 5513710 Putnam Rd 90IX 14'-2" 0015991
16 5513720 Gordon Road 90IX 14'-0" 0016104
16 5513760 Patsonvle-Rynexrd 90IX 14'-2" 0016703
16 7513690 D & H Railroad 90IX 14'-4" 0015893
23 1002380 5 5 23111027 90IX 14'-2" 0022820
23 1002770 5S 5S 23021156 90IX 13'-6" 0021635
23 5516010 River Road 90IX 15'-1" 0020661
23 5516080 Carder Lane Rd 90IX 14'-10" 0022668
23 5516130 Dyke Road CR 37 90IX 14'-5" 0022992
23 5523320 Pedestrian Bridge 90IX 15'-1" 0020990
24 1010590 13 13 24051330 90IX 14'-4" 0026173
24 5025670 46 46 24012024 90IX 14'-2" 0025709
24 5512730 Kirkville Rd 90IX 14'-1" 0027184
24 5512740 Fyler Road 90IX 14'-2" 0026937
24 5512750 Lakeport Rd 90IX 14'-2" 0026789
24 5512770 Gee Road 90IX 14'-3" 0026599
24 5512780 Indian Open Rd 90IX 14'-4" 0026303
24 5512790 North Main Street 90IX 14'-5" 0026201
24 5512800 North Court Street 90IX 14'-1" 0026005
24 5512810 Canal Road 90IX 14'-3" 0025790
24 5512830 Thruway Ramp at 34 90IX 14'-1" 0026150
25 1021050 30 30 25042001 90IX 14'-2" 0017386
25 5515780 Bulls Head Rd 90IX 14'-4" 0016970
2C-4 2017
Vertical Clearance
25 5515790 Pattersonville Rd 90IX 14'-1" 0017088
25 5515820 Amsterdam Interch 90IX 14'-2" 0017359
25 5515840 Snooks Corners Rd 90IX 14'-1" 0017512
25 5515850 Fort Hunter Rd 90IX 14'-5" 0017747
25 5515890 Fultonville Int 90IX 14'-5" 0018217
25 5515940 Canajoharie Inter 90IX 15'-1" 0019410
26 1018830 26 26 26051155 90IX 14'-2" 0024850
26 1042230 233 233 26011068 90IX 14'-4" 0024366
26 1042260 31 31 26011066 90IX 14'-2" 0025227
26 1046709 365 365 26011040 90IX 14'-0" 0025306
26 5512860 Verona Interch 90IX 14'-3" 0025271
26 5512870 Westmoreland Int 90IX 14'-2" 0024320
26 5512880 Utica Interchange 90IX 14'-3" 0023285
26 5512890 Randall Rd 90IX 14'-3" 0025640
26 5512900 Sandhill Rd 90IX 14'-2" 0025540
26 5512920 Tilden Hill Rd 90IX 14'-3" 0025090
26 5512940 W. Moreland Lowell 90IX 14'-2" 0024786
26 5512950 Batlett Road 90IX 14'-5" 0024525
26 5512970 Cider St Co Rt 23 90IX 14'-3" 0024279
26 5512980 Judd Road 90IX 14'-5" 0024048
26 5513030 Leland Ave 90IX 14'-3" 0023296
26 7708960 Conrail 90IX 14'-1" 0023501
31 1021810 31 31 31081014 90IX 14'-2" 0031105
31 1023360 34 34 31053077 90IX 14'-2" 0030392
31 1024300 38 38 31043067 90IX 15'-2" 0030797
31 1034450 90 90 31021476 90IX 14'-0" 0031216
31 5510310 Thruwy Int 40 Ramp 90IX 14'-1" 0030419
31 5510330 CR13B Oakland Rd 90IX 14'-8" 0030527
2017 2C-5
31 5510340 Townline Road 90IX 14'-6" 0030580
31 5510360 N Main St 90IX 14'-1" 0030733
33 1008520 11 11 33033008 90IX 14'-2" 0028190
33 1026099 690I 690I 33014014 90IX 14'-0" 0028837
33 1031659 81I 81I 33033012 90IX 14'-5" 0028271
33 1045210 298 298 33012038 90IX 14'-4" 0027837
33 1046870 370 370 33031136 90IX 14'-1" 0028636
33 1049830 Lemoyne Ave 90IX 14'-1" 0028175
33 1073150 Fr Rte 48 to 690I 90IX 14'-6" 0028840
33 2266610 Bikeway 90IX 14'-7" 0028268
33 5027410 CR7 Oswego St 90IX 14'-2" 0028567
33 5039140 173 X 90IX 14'-0" 0029249
33 5313210 Laird Rd 90IX 14'-10" 0029613
33 5510030 North Manlius Rd 90IX 14'-5" 0027329
33 5510050 CR54 Minoa - Sheps 90IX 14'-3" 0027448
33 5510070 CR136 Fremont Rd 90IX 14'-5" 0027601
33 5510080 Fly Road 90IX 14'-4" 0027739
33 5510090 Thruway Int35 Ramp 90IX 14'-2" 0027893
33 5510100 Thompson Road 90IX 14'-4" 0027914
33 5510120 CR70 Townline Rd 90IX 14'-0" 0028031
33 5510150 CR48 Buckley Rd 90IX 14'-2" 0028304
33 5510190 CR47 Morgan Rd 90IX 14'-1" 0028522
33 5510240 Van Buren Rd 90IX 14'-2" 0028963
33 5510250 Canton Street 90IX 13'-11" 0029206
33 5510260 Bennetts Crnrs Rd 90IX 14'-1" 0029452
2C-6 2017
Vertical Clearance
35 1034320 89 89 35021339 90IX 14'-3" 0031596
35 1048150 414 414 35041334 90IX 14'-1" 0032015
35 5510400 CR101 Gravel Rd 90IX 14'-2" 0031746
35 5510420 Mid Black Brk Rd 90IX 14'-2" 0031857
35 5510430 Black Brook Rd 90IX 14'-1" 0031919
35 5510450 CR106 Birdsey Rd 90IX 14'-0" 0032108
35 5510460 Stone Church Rd 90IX 14'-3" 0032192
35 5510470 CR107 Whiskey Hil 90IX 14'-0" 0032314
35 5510480 CR108 Nine Foot R 90IX 14'-0" 0032416
35 5510490 Grange Hall Road 90IX 14'-4" 0032479
41 1015250 19 19 41031122 90IX 14'-2" 0037889
41 1022980 33 33 41023024 90IX 14'-5" 0038624
41 1028730 63 63 41043011 90IX 14'-1" 0039176
41 1030080 77 77 41021098 90IX 14'-0" 0040128
41 1042340 237 237 41011030 90IX 14'-2" 0038378
41 5315350 Indian Falls Rd 90IX 14'-2" 0039767
41 5315400 Slusser Rd CR30 90IX 14'-0" 0039670
41 5315660 Kelsey Road 90IX 14'-6" 0039339
41 5315680 State Street Road 90IX 14-6" 0038973
41 5315690 Bank St Rd CR13 90IX 14'-5" 0038873
41 5316050 West Bergen Rd 90IX 14'-5" 0038057
41 5516830 Ramp to Exit 48 90IX 14'-0" 0039013
41 5516920 Ramp to Exit 47 90IX 14'-6" 0037856
41 7707180 Conrail - PC RR 90IX 14'-0" 0038665
43 1011530 15 15 43031079 90IX 15'-11" 0036277
43 1023760 36 36 43031033 90IX 14'-4" 0037413
43 1028910 64 64 43021063 90IX 15'-10" 0035525
2017 2C-7
43 1028980 65 65 43031078 90IX 14'-1" 0035825
43 1043340 386 251 43011183 90IX 14'-2" 0036899
43 5510600 Thwy Ramp Exit 46 90IX 14'-3" 0036244
43 5510830 Beulah Rd CR166 90IX 14'-1" 0037503
43 5510840 Winslow Rd CR188 90IX 14'-0" 0037241
43 5510850 Wheatland Ctr Rd 90IX 14'-3" 0037079
43 5510860 Union St 90IX 14'-1" 0036985
43 5510870 Middle Road 90IX 14'-3" 0036212
43 5510880 Pinnacle Road 90IX 14'-5" 0035979
43 5510890 Bloomfield Rd 90IX 15'-11" 0035570
43 5510900 E River Rd CR84 90IX 14'-3" 0036474
43 5510910 Mile Sq Rd CR70 90IX 14'-2" 0035411
44 1016470 Chapin-Pamyra 90IX 14'-5" 0033980
44 5510620 Thwy Ramp Exit 45 90IX 14'-0" 0035099
44 5510630 Exit 44 Ramp 90IX 14'-4" 0034713
44 5510640 Exit 43 Ramp 90IX 14'-3" 0034015
44 5510920 Log Cabin Road 90IX 14'-5" 0035236
44 5510930 Pumpkin Hook Rd 90IX 14'-3" 0034598
44 5510940 Farmington Rd CR8 90IX 14'-3" 0034501
44 5510950 Blacksmith Cor Rd 90IX 14'-4" 0034242
44 5510960 Port Gibson Rd C7 90IX 14'-2" 0033747
44 5510970 Kendall Rd CR25 90IX 14'-2 0033545
44 5510980 Marbletown Rd 90IX 14'-3" 0033115
44 5510990 Mott Road 90IX 14'-2" 0033030
44 5511000 Port Gibson R CR7 90IX 14'-2" 0033748
52 1015410 20 20 52011355 90IX 14'-2" 0046074
52 1027890 60 60 52013254 90IX 14'-1" 0046816
52 1030020 76 76 52011191 90IX 14'-3" 0049316
2C-8 2017
Vertical Clearance
52 1048430 County Route 85 90IX 14'-2" 0045926
52 1050610 950D950D52011005 90IX 14'-2" 0049493
52 1050620 950D950D52011005 90IX 14'-1" 0049492
52 1090130 County Route 81 90IX 14'-3" 0046711
52 5011990 394 17 52011004 90IX 14'-3" 0048543
52 5047170 County Route 380 90IX 14'-3" 0047618
52 5090220 County Route 380 90IX 14'-2" 0047617
52 5511130 Wiley Rd 90IX 14'-0" 0049267
52 5511140 Forsythe Road 90IX 14'-1" 0048974
52 5511150 Rogerville Road 90IX 14'-4" 0048839
52 5511170 Walker Road 90IX 14'-5" 0048697
52 5511180 Hawley Street 90IX 14'-2" 0048586
52 5511200 Westfield Exit RP 90IX 14'-2" 0048500
52 5511210 McKinley Road 90IX 14'-2" 0048308
52 5511240 Pratt Road 90IX 14'-7" 0048133
52 5511250 Pratt Road 90IX 14'-6" 0048134
52 5511260 Walker Road 90IX 14'-0" 0047915
52 5511280 Walker Road 90IX 14'-9" 0047914
52 5511290 Pecor Street 90IX 14'-2" 0047817
52 5511310 Mathews Road 90IX 14'-4" 0047755
52 5511360 North Road 90IX 14'-1" 0047378
52 5511370 County Route 74 90IX 14'-2" 0047266
52 5511380 County Route 74 90IX 14'-3" 0047265
52 5511390 County Route 78 90IX 14'-3" 0047175
52 5511400 Chestnut Street 90IX 14'-5" 0047069
52 5511410 Chestnut Street 90IX 14'-5" 0047070
52 5511420 Temple Street 90IX 14'-2" 0047033
52 5511430 Brigham Road 90IX 14'-2" 0046983
2017 2C-9
52 5511440 Fred-Dunkirk Intr 90IX 14'-1" 0046774
52 5511450 County Route 80 90IX 14'-6" 0046613
52 5511470 Newell Road 90IX 14'-5" 0046538
52 5511490 County Route 79 90IX 14'-3" 0046345
52 5511500 O’Brien Road 90IX 14'-4" 0046282
52 5511530 County Route 93 90IX 14'-7" 0045820
52 5511540 County Route 95 90IX 14'-6" 0045653
52 5511550 Silver Creek Intr 90IX 14'-6" 0045554
52 7707640 Conrail RR 90IX 14'-3" 0046466
53 1001579 5 5 53023025 190IX 14'-7" 0090498
53 1022859 33 33 53012016 90IX 14'-5" 0042157
53 1023160 33B 33B 53012017 90IX 14'-2" 0042210
53 1028230 62 62 53031234 90IX 14'-3" 0043485
53 1029910 75 75 53011182 90IX 14'-1" 0043665
53 1037620 130 130 53012016 90IX 15'-2" 0042364
53 103989C Scaj Exp Ramp 190IX 14'-7" 0090869
53 1043940 266 266 53012008 90IX 14'-5" 0091155
53 1044340 277 277 53011197 90IX 14'-6" 0041989
53 1044960 290I290I53011002 90IX 14'-3" 0091336
53 1045720 S Main St CR 9B 90IX 14'-3" 0044917
53 1045770 957 CX 90IX 14'-2" 0091967
53 1050660 951E951E53011006 90IX 14'-4" 0043403
53 1061120 249 249 53011020 90IX 14'-2" 0045177
53 1062961 219 219 3021255 90IX 14'-6" 0043043
53 1062999 Ridge Rd Interch 90IX 15'-0" 0042947
53 1063090 190IX 190IX 14’-6" 0090582
53 1063100 190IX 190IX 14'-2" 0090589
53 1063110 190IX 190IX 14'-7" 0090681
2C-10 2017
Vertical Clearance
53 5045780 Long Road 190IX 14'-2" 0091932
53 5045800 324 324 53021055 190IX 14'-2" 0091546
53 5511640 Crittenden Road 90IX 14'-3" 0040545
53 5511650 South Newstead Rd 90IX 14'-3" 0040727
53 5511660 N Millgrove Road 90IX 14'-5" 0040944
53 5511670 Ransom Road 90IX 14'-0" 0041160
53 5511720 Rossler Street 190IX 15'-2" 0090037
53 5511730 Henry Street 90IX 14'-2" 0042540
53 5511860 Gunville Road 90IX 14'-4" 0041365
53 5511900 Youngs Road 90IX 14'-2" 0041835
53 5511950 Forest Road 90IX 14'-7" 0042012
53 5511970 290I EB TO 90I EB 90IX 14'-3" 0042033
53 5511980 Wehrle Dr CR 290 90IX 14'-0" 0042035
53 5512000 Cleveland Drive 90IX 14'-4" 0042070
53 5512010 George Urban Blvd 90IX 14'-10" 0042252
53 5512039 952Q952Q53011019 90IX 14'-7" 0042319
53 5512109 Rt400 Intch W I90 90IX 14'-2" 0042794
53 5512160 Depew Interchange 90X 14'-4" 0041727
53 5512170 South Ogden St 190IX 14'-2" 0090070
53 5512180 Weiss Street 190IX 14'-2" 0090106
53 5512290 Louisiana Street 190IX 14'-6" 0090413
53 5512310 Hardpan Rd CR492 90IX 14'-4" 0045029
53 5512320 Pontiac Rd CR490 90IX 14'-3" 0044778
53 5512340 Pedestrian Walk 90IX 14'-9" 0044710
53 5512350 Pedestrian Walk 90IX 14'-6" 0044711
53 5512360 Gowans Rd CR 489 90IX 14'-0" 0044652
53 5512370 Evans Ctr - Eden Rd 90IX 14'-2" 0044550
53 5512390 Sturgeon Point Rd 90IX 14'-2" 0044369
2017 2C-11
53 5512400 Sturgeon Point Rd 90IX 14'-2" 0044368
53 5512420 North Creek Rd 90IX 14'-3" 0044181
53 5512430 Lakeview Rd CR65 90IX 14'-6" 0044076
53 5512440 Lakeview Rd CR65 90IX 14'-8" 0044075
53 5512450 Amsdell Rd CR 122 90IX 14'-7" 0043766
53 5512460 Access Rd Exit 57 90IX 14'-6" 0043622
53 5512470 Sowles Rd CR 162 90IX 14'-4" 0043560
53 5512500 Access Rd Exit 56 90IX 14'-6" 0043245
53 5512510 Lake Ave CR200 90IX 14'-4" 0043222
53 5512570 Porter Ave to 190I 190IX 14'-6" 0090666
53 5512620 US Army Corp 190IX 14'-3" 0090905
53 5512680 Dupont Access Rd 190IX 14'-0" 0091166
53 5512700 Staley Road 190IX 14'-6" 0091577
53 5512710 Baseline 190IX 14'-4" 0091646
53 5512720 Whitehaven Road 190IX 14'-1" 0091727
53 5516240 90I EB to 190 NB 90IX 14'-1" 0042618
53 5516250 190I SB to 90I EB 90IX 14'-1" 0042617
53 5516260 Pedestrian Bridge 190IX 14'-3" 0091120
53 5516270 Bedell Rd 190IX 14'-0" 0091839
53 552015G 950EX 190IX 14'-5" 0090535
53 6048500 438 X 90IX 14'-1" 0045431
53 6600030 5 Mile Strip Road 90IX 14'-1" 0045346
53 7045820 Penn Central RR 190IX 13'-9" 0091354
53 7708440 CNRR & City St 190IX 14'-6" 0090900
53 7714560 Penn Central RR 90IX 14'-3" 0042363
53 7714570 Balt Ohio Br 90IX 14'-5" 0043122
81 1016860 22 22 81061291 90IX 14'-2" 0082327
81 1029050 66 66 81011206 90IX 14'-0" 0081121
2C-12 2017
Vertical Clearance
81 1045110 295 295 81011050 90IX 14'-7" 0081626
81 1050360 Rt 980D (Mass.) 90IX 14'-4" 0082409
81 5515230 Shaker Museum Rd 90IX 14'-5" 0081172
81 5515240 Albany Turnpike 90IX 14'-9" 0081289
81 5515250 County Road 79 90IX 14'-0" 0081328
81 5515270 987G Access Road 90IX 14'-0" 0081509
81 5515290 County Road 27 90IX 14'-5" 0081662
81 5515300 Sayre Hill Road 90IX 14'-4" 0081826
81 5515340 Red Rock Rd CR 79 90IX 14'-3" 0082029
81 7713280 Conrail 90IX 14'-2" 0081604
83 1045270 300 300 83011038 87IX 14'-2" 0006383
83 5514370 Exit/Entry Ramp 17 87IX 14'-3" 0006010
83 5514380 Meadow Hill Road 87IX 14'-1" 0006095
86 1019620 28 28 86012008 87IX 14'-5" 0009113
86 1022270 32 32 86021012 87IX 14'-2" 0006786
86 1022320 32 32 86021211 87IX 14'-3" 0008533
86 1022350 32 32 86023117 87IX 14'-2" 0010125
86 1045240 299 299 6011072 87IX 14'-4" 0007638
86 5515350 Freetown Road 87IX 14'-0" 0007068
86 5515370 Ohioville Road 87IX 14'-8" 0007345
86 5515380 Brookside Road 87IX 14'-3" 0007417
86 5515390 Thwy Access Ramp 87IX 14'-6" 0007601
86 5515400 Horsenden Road 87IX 14'-6" 0007865
86 5515410 Grist Mill Road 87IX 14'-3" 0008271
86 5515450 County Road 94 87IX 14'-2" 0008698
86 5515460 Lucas Tpk CR 50 87IX 14'-2" 0008928
86 5515510 Thwy Access Ramp 87IX 14'-5" 0009137
86 5515520 Sawkill Rd CR 42 87IX 14'-3" 0009188
2017 2C-13
86 5515540 L Katrine Rd CR90 87IX 14'-3" 0009527
86 5515550 Ruby Road 87IX 14'-3" 0009656
86 5515570 Mt Marion Rd CR34 87IX 14'-3" 0009807
86 5515580 Peoples Road 87IX 14'-2" 0010232
86 5515590 Malden Rd CR89 87IX 14'-2" 0010316
86 5515600 Katsbaan Road 87IX 14'-3" 0010404
86 5515610 Asbury Road 87IX 14'-4" 0010534
2C-14 2017
Appendix 2D
Required Coordination with the Department of Defense
on Nonstandard Vertical Clearances over Interstate Routes
Introduction
In 1998, the Federal Highway Administration (FHWA) informed the Department that the
FHWA and Department of Defense (DOD) updated the interagency coordination when a
project on an Interstate System roadway is to be advanced with a design exception to
standard vertical clearances. This Appendix describes the NYSDOT procedures to provide
this coordination. The procedures are based on the guidance in the included
August 15, 1997, memo, “Vertical Clearance, Interstate System Coordination of Design
Exceptions” from FHWA’s Associate Administrator for Program Development of the FHWA
Regional Administrators and the Federal Lands Highway Program Administrator.
Requirements
For projects on the Interstate System to be advanced with a design exception to the
standard 16' vertical clearance, the NYSDOT or the New York State Thruway Authority will
coordinate with the Surface Deployment and Distribution Command-Transportation
Engineering Agency (SDDCTEA)1 during preliminary design, prior to requesting FHWA’s
concurrence with the design exception. This coordination applies for all Interstate routes
except:
1. Interstates in urban areas where another route provides the single 16' routing for the
urban area. (These single 16' routings are identified for the New York City, Kingston,
Albany-Schenectady, Utica, Syracuse, Rochester and Buffalo urban areas in the
package from FHWA that the Planning and Program Development Group’s
December 11, 1997, memo forwarded to the Regional Planning and Program
Managers.)
2. Sections of I-90, I-87 and I-190, which were exempted from the 16' vertical clearance
as described in Appendix 2C. (NYSDOT will still have to prepare nonstandard
feature justifications per the SAFETEA-LU Matrix on these bridges as described in
Appendix 2C.)
For projects to be advanced with a design exception to the standard vertical clearance over
an Interstate route, except those routes noted in (1) and (2) above, the NYSDOT Region or
Thruway Authority will coordinate with the SDDCTEA. This will be done late in Design
1
In previous editions of the Bridge Manual, the Department of Defense coordinating agency was the
Military Traffic Management Command–Transportation Engineering Agency. In 2004, the name was
changed to the Surface Deployment and Distribution Command–Transportation Engineering Agency.
Because of on-going changes in the structure of the Department of Defense, the designer should
verify the name and address of the Transportation Engineering Agency.
2017 2D-1
Phase I by forwarding a copy (or applicable sections) of the draft Design Report, Design
Report/Environmental Assessment or Design Report/Draft Environmental Impact Statement
to the SDDCTEA for their review of the proposed nonstandard vertical clearance. See the
Project Development Manual for additional guidance. FHWA and the Design Quality
Assurance Bureau should be copied on this letter.
The SDDCTEA is to reply by letter or e-mail within 15 calendar days. If no reply is received
within 15 calendar days, it is assumed they have no comment. The text of Chapter III.C.2.a
of the “Full” Design Report should then be modified to state that coordination with the
Department of Defense has occurred and whether or not the SDDCTEA replied. If they do
reply, a copy of their response is to be included in the attached appendices of the design
report as important correspondence received on the project. Appropriate consideration
should be given to any SDDCTEA comments and the treatment of the nonstandard feature
and/or the justification of the nonstandard feature modified accordingly. FHWA will consider
any SDDCTEA comments in their evaluation of the retention of the non-standard vertical
clearance.
The request for coordination should be addressed to:

Director
Surface Deployment and Distribution Command
Transportation Engineering Agency (SDDCTEA)
Attention: SDTE-SA
709 Ward Drive, Building 1990
Scott AFB, IL 62225
(Telephone – 618-220-5229)
(Fax - 618-220-5125)
Go to the following link: http://www.fhwa.dot.gov/design/090415.cfm for the latest vertical

clearance coordination.
2D-2 2017
Required Coordination
MEMORANDUM
U.S. Department of
Transportation
Federal Highway
Administration
Subject: ACTION: Vertical Clearance, Interstate Date: August 15, 1997

System Coordination of Design
Exceptions
From: Associate Administrator for Reply to

Program Development Attn of: HNG-14
To: Regional Administrators

Federal Lands Highway Program Administrator
For almost 30 years, the Federal Highway Administration (FHWA) and the Military Traffic
Management Command Transportation Engineering Agency (MTMCTEA) of the Department of
Defense (DOD) have cooperated to meet the demands of military traffic on the Interstate System,
particularly in the area of vertical clearances. This need has been met with the adoption of
standards by FHWA for vertical clearance on the Interstate that require a clear height of
structures over the entire roadway width, including the useable width of shoulder, of 4.9 meters
for the rural Interstate. In urban areas, the 4.9-meter clearance is applied to a single route, with
other Interstate routings in the urban area having at least a 4.3-meter vertical clearance.
In 1960, at the request of the DOD, and with the cooperation of the States, the above standards
were established to accommodate military traffic on the Interstate. At that time, a large number of
structures on the Interstate, constructed under previous criteria, existed which did not conform to
the new minimum standard. The correction of all these deficiencies could not be economically
justified. Consequently, in 1969, the MTMCTEA, the American Association of State Highway and
Transportation Officials (AASHTO) (then AASHO) and the FHWA agreed to concentrate on a
subset of the Interstate judged to be priority routes. The subset contained a significantly smaller
number of deficient structures on 41 842 kilometers of the Interstate. The 41 842 kilometer
priority network served about 95 percent of the major military installations.
Since then, the MTMCTEA has developed and continues to refine the Strategic Highway Network
(STRAHNET). The STRAHNET report dated January 1991 was distributed to Regional Federal
Highway Administrators by memorandum from the Director, Office of Environment and Planning
dated March 22, 1991. Since 1991, there have been a few changes made to STRAHNET. These
changes have been coordinated with the States and the field offices. Maps delineating the
changes were distributed to the affected regional offices by HEP-l0. The STRAHNET is a system
of highways that provides defense access, continuity and emergency capabilities for movements
2017 2D-3
of personnel and equipment in both peacetime and wartime. The STRAHNET was based on
quantifiable DOD requirements, addressing their peacetime, wartime, strategic, and
oversize/overweight highway demands. The network consists of approximately 96 000 kilometers
of highway. The STRAHNET has been incorporated into the National Highway System (NHS).
Almost 75 percent of the system in the continental United States (about 70 000 kilometers)
consists of roadways on the Dwight D. Eisenhower National System of Interstate and Defense
Highways.
The currently established procedures require the FHWA to coordinate with the MTMCTEA when
a clear height of structures of less than 4.9 meters is created as the result of a construction
project or the project does not provide for the correction of existing substandard vertical
clearance on the 41 842-kilometer priority network prior to approving the exception. For routes
not on the priority network, coordination is not required although the FHWA policy provides that
the MTMCTEA be notified of all exceptions to vertical clearance on the remainder of the
Interstate System. The approval action for exceptions to vertical clearance has been delegated to
the field offices, which can contact the MTMCTEA directly. When the State highway agency
(SHA) has approval authority for design exceptions under one of the 23 U.S.C. 106(b) exemption
provisions, coordination with the MTMCTEA is still required and may be accomplished through
the FHWA or directly with the MTMCTEA.
The development of the STRAHNET, the establishment of Power Projection Platforms, base
realignments, and the evolving role of the military have created a need to revise coordination
procedures between the MTMCTEA and the FHWA, concerning exceptions to the vertical
clearance requirements on the Interstate System. Therefore, the FHWA and the MTMCTEA have
agreed that all exceptions to the 4.9-meter vertical clearance standard for the rural Interstate and
the single routing in urban areas, whether it is a new construction project, a project that does not
provide for correction of an existing substandard condition, or a project which creates a
substandard condition at an existing structure, will be coordinated with the MTMCTEA beginning
upon receipt of this memorandum. This agreement extends to the full roadway width including
shoulders for the through lanes, as well as ramps and collector-distributor roadways in Interstate-
to-Interstate interchanges. This change in effect eliminates the 41 842-kilometer priority network
as a separate subset of the Interstate System. The revised coordination procedures do not
change the standards adopted for the Interstate enumerated in "A Policy on Design Standards -
Interstate System," AASHTO, July 1991, or the delegations of authority in FHWA Order
M1100.1A.
A number of toll roads are part of STRAHNET by virtue of being incorporated into the Interstate
System under the former provisions of Section 129(b) of Title 23, United States Code. While the
FHWA does not have any particular "leverage" on the toll authorities to comply with Federal
standards on non-federally funded projects, it is expected that the SHA's have established
appropriate procedures to assure that proposed changes or alterations of the toll road will meet
applicable policies established for the Interstate System. The working relationship should ensure
the needs of the military are considered and that necessary coordination occurs.
A request for coordination may be forwarded to the MTMCTEA at any time during project
development prior to taking any action on the design exception. It should include a time period of
10 working days (after receipt) for action on the request. The office initiating a request for
coordination to the MTMCTEA should verify receipt of the request by telephone or fax. If the
MTMCTEA does not respond within the time frame, the FHWA should conclude that the
2D-4 2017
Required Coordination
MTMCTEA does not have any concerns with the proposed exception. If comments are
forthcoming, the FHWA and the SHA will consider mitigation to the extent feasible.
A request for coordination should be addressed to:
Director
Military Traffic Management Command Transportation Engineering
Agency (MTMCTEA)
ATTN: MTTE-SA
720 Thimble Shoals Boulevard, Suite 130 Newport News, VA 23606-2574
(Telephone: 757-599-1117, Fax: 757-599-1560)
The Federal Aid Policy Guide Non-regulatory Supplement, 23 CFR 625, Paragraph 7 of
Transmittal 13 dated July 21, 1995, will be revised as appropriate at the earliest opportunity.
Questions regarding this memorandum should be directed to William A. Prosser at 202-366-
1332, or Robert C. Schlicht at 202-366-1317.
/s/ Thomas J. Ptak
2017 2D-5
Appendix 2E
Coast Guard Jurisdiction Checklist
PIN _____________ Route______________________________ BIN______________

Waterway ______________________________________ County________________
This checklist is designed to help determine the need for a Section 9 Permit from the
US Coast Guard for bridge construction projects. Final determination for such a need
shall be verified by the N.Y.S. D.O.T. Main Office, Office of Structures, Coast Guard
Compliance Unit.
(1) Is the noted waterway presently used (or susceptible to use in its natural condition or
by reasonable improvement) as a means to transport interstate or foreign
commerce?
Yes ☐ No ☐
A "yes" answer for question 1 indicates a clear need for the noted permit.
(2) Is the noted waterway subject to the ebb and flow of tide?
Yes ☐ No ☐
A “no” answer to question 1 but a “yes” answer to question 2 indicates a need
for further discussion with the Coast Guard, or FHWA if federal funds are
utilized.
Answers to the following questions will be used for information during discussions
with the U.S.C.G. This information will be used to request a determination and when
necessary to supplement the data necessary for a public notice and formal permit
process.
(3) Marine craft utilizing this waterway at or in the vicinity of the project site include:
(CHECK ALL THAT APPLY)
None ☐
Canoes/Rowboats ☐
Small Motorboats (15' max.) ☐
Medium Motorboats (20' max.) ☐
Large Vessels (over 21') ☐
Recreational ☐
Commercial ☐
(4) Give normal pool or ordinary water depths in vicinity of bridge:
0' to 2' ☐ 3' to 5' ☐ over 5' ☐
2017 2E-1
(5) Is there likely to be navigation passing under the existing bridge during periods of
poor visibility (i.e., nighttime, fog, bad weather, etc.)?
Yes ☐ No ☐
(6) Does the existing bridge have navigation lights?
Yes ☐ No ☐
(7) Does secondary lighting in the area provide a clear definition of the navigable
channel and bridge opening?
Yes ☐ No ☐
(8) Does the waterway exhibit characteristics which may pose risk to navigation such as
constricted navigation channel, piers in waterway, dams, rapids, etc.?
Yes ☐ No ☐
(9) Give minimum vertical clearance at mean high water (or maximum navigable pool
elevation) for:
A) Existing Bridge ____________________________
B) Downstream Bridge_________________________
C) Upstream Bridge ___________________________
(10) Give expected minimum vertical clearance at mean high water (or maximum
navigable pool elevation) for the Proposed Bridge_______________________.
(11) Will this project utilize Federal funds?

Yes ☐ No ☐
This checklist was completed by:
Title/Organization:
Date: / /
If the need for a permit has not been determined, forward a copy of this checklist to M.O.
Office of Structures, Coast Guard Compliance Unit.
Determination: Permit ☐ No Permit ☐
Determination Date: / /
Name:
Organization:
(D.O.T.-Regional Office, D.O.T.-Main Office, Coast Guard District, FHWA)
Include a copy of this form in the Design Approval Document for the project after a final
determination has been made.
2E-2 2017
Section 3
Project Scoping and Preliminary Plan Development
3.1 Initial Bridge Project Scoping
The purpose of this section is to identify the engineering activities that contribute to the
technical component of the conception, development and design of a bridge project. These
activities assure that the proposed alternatives are technically compatible with the stated
project objectives and are cost effective. See Section 19 – Bridge Rehabilitation – for
additional scoping details for bridge rehabilitation projects.
3.1.1 Introduction
All projects identified by the New York State Department of Transportation are first
addressed through a process known as "Scoping." It is the first major step of the project
development process.
Project “Scoping” is based on five fundamental concepts:
• Teamwork
• Stakeholders and Public Involvement
• Informed Decision Making
• Establishing a Consensus among all involved parties
• Proper Documentation
Scoping is defined as the process that establishes a consensus among the Department’s
various functional groups, the public and other stakeholders who have a vested interest in
the nature of the proposed project. The deliverables of the “Scoping Process” are:
• Project Objectives
• Identification of a Project Area’s Safety and Operational Deficiencies
• Identification of Key Social, Economic and Environmental Impacts
• Design Criteria
• Feasible Alternates
• Preliminary Cost Estimate(s)
• Recommended Method for Project Delivery
2017 3-1
3.1.2 Bridge Scoping Activities
The following Bridge Scoping Activities are critical for a successful bridge project
• Team Building – Successfully scoping of a bridge project begins with the project
manager/developer creating a broad based inter-disciplinary project team. The
project team includes representatives from the Department’s various Regional and
Main Office functional groups whose task is to identify the critical issues, identify
the project requirements and to develop solutions that are based on a consensus
among the project team members.
• Public and Stakeholder Involvement – Early public and stakeholder involvement

is also, key to a successfully scoped project. The start of the scoping process is
the proper time to reach out to the public and project stakeholders to assure that
issues viewed from their perspective are indentified, put into their proper
perspective and given ample consideration.
• Informed Decision Making – Informed decision making is fundamental to a

successfully scoped project. The decision making process begins with an
understanding of a project’s goals and objectives, an initial assessment, a correct
interpretation of all available information and a determination if additional
information is required. The decision making process ends with the determination
of the reasonable alternatives, the associated cost of these alternatives and a
recommended preferred alternative. The technical activities described in Section
3.1.2.1 Determining a Project’s Purpose and Objectives, and Section 3.1.2.2 Initial
Assessment provide guidance on how to successfully scope a bridge project.
• Project Documentation – Project documentation is a structured record of the

evolution of a project and provides a clear, understandable solution of what the
project proposes to accomplish. Clear and concise documentation of what was
discussed and decided that reflects the Department’s stewardship of public
interest and trust, logical decision making, and good record keeping is critical to a
successful project.
Scoping and Design Approval Documents (DAD) serve as the Department’s

engineering record to convey information on a project’s conditions, needs, objectives,
feasible alternatives and costs. It is a “Decision Making Document” used for the
selection of the preferred alternative and for the preparation of the contract
documents. It also serves to document the environmental process, as well as the
assessment of any environmental commitments necessary to progress a project.
The Design Approval Document is intended to build upon the work begun during
scoping and preliminary design for the ultimate purpose of selecting the preferred
alternative and to obtain Design Approval. Preparation of the report should begin
early in the project development process and shall be approved before a substantial
effort is placed on preparing the final contract documents, regardless of the project
delivery method.
3-2 2017
The Department uses five primary DAD formats to address a wide variety of project
types and scopes. The key goal in using the standardized report formats is to assure
that all relevant issues have been considered and addressed. The standard report
formats also facilitate reviews by the Department’s functional groups, Regional and
Main Office quality control and quality assurance groups, advisory and regulatory
groups, the public and decision makers. In essence, the DAD serves as a checklist
of issues considered during the Preliminary Design (Phases I – IV), helps assure that
the required studies and coordination have been completed or sufficiently advanced
and evaluated prior to the granting of Design Approval (DA). The five DAD formats
are:
 IPP/FDR – this format uses an expanded IPP format to obtain project

initiation, scope and design approval. The project must be NEPA Class II
Categorical Exclusion and/or SEQR Exempt (NYCRR 15.12) or Type II
(NYCRR 15.14).
 “Bridge Rehabilitation Report” – this format uses an expanded IPP format to
obtain project initiation, scope and design approval for Bridge Rehabilitation
projects. The project must be NEPA Class II Categorical Exclusion and/or
SEQR Exempt (NYCRR 15.12) or Type II (NYCRR 15.14).
 PSR/FDR – this format uses a simplified Design Approval Document to obtain
scope and design approval. The project must be a NEPA Class II Categorical
Exclusion and SEQR Non-Type II (EA).
 DDR/FDR – this format uses the traditional design approval report format to
obtain design approval. The project must be a NEPA Class III (EA) project
and Non-Type II (EA).
 DDR/DEIS & FDR/FEIS – this format uses the traditional design report format
to obtain design approval. All projects for which a NEPA Class I (EIS) and/or
SEQR Non-type II (EIS) is thought to be needed. Any project with significant
social, economic or environmental impacts and/or public controversy.
In summary, the benefit of using standardized report formats:
• Provides a concise and uniform Design Approval Document documenting the

design criteria and decision making process
• Improves the overall quality of the Design Approval Document
• Reduces the time required to review the Design Approval Document
• Reduces the design time
3.1.2.1 Determining a Project’s Purpose and Objectives
Scoping of a bridge project begins with the determination of the purpose of the project and
setting the project objectives that meet the purpose of the project. Guidance for determining
a project’s purpose and objectives can be found in the NYSDOT’s Project Development
Manual.
2017 3-3
3.1.2.2 Initial Assessment
After the project’s purpose and objectives have been established the next step in the
successful scoping of a bridge project begins with the gathering and review of the available
information and an initial assessment of this information. Completion of the “Bridge
Rehabilitation vs. Bridge Replacement Worksheet”, located in Section 19 will assist the
project developer in making the rehabilitation versus replacement decision. Completion of
the worksheet is only a first step and shall not be used solely for making the rehabilitation
versus replacement decision.
The goal of this initial assessment is to determine feasible alternatives, their associated
costs and the elimination of alternatives that do not meet the project objectives or are cost
prohibitive. At the conclusion of this initial assessment the project developer should be able
to address the following three questions.
 Is replacement the only feasible alternative?
 Is rehabilitation the only feasible alternative?
 Is there enough information available to make the rehabilitation versus

replacement decision or are additional scoping activities required to make this
determination?
The technical activities described below focus on the feasibility, from a structural
engineering perspective, of feasible alternatives and their associated costs. These activities
will assist the project developer in making the rehabilitation versus replacement
determination and will determine the need for additional preliminary engineering.
• Preliminary Assessment of the Condition of the Structure.
Purpose: Provide an initial assessment of the structural deficiencies and needs and
identify the appropriate bridge work to address these deficiencies and needs.
Method: Obtain and review the bridge inventory, Level 1 Load Rating information,
the current inspection report and record plans. Consider the overall condition of the
structure while focusing on the condition of the major structural elements. Review the
existing plans taking into consideration the year of construction, materials used,
fabrication and construction methods employed.
Goal: Using the bridge inventory, load rating information, current inspection report
and record plans determine feasible rehabilitation and replacement alternatives.
Eliminate those alternatives which from a structural engineering perspective do not
meet the project objectives, are structurally not feasible and/or cost prohibitive.
Determine if additional information is necessary to further refine the reasonable
alternatives.
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• Identify Geometric, Safety and Operational Deficiencies that may Limit

Potential Alternatives.
Purpose: Provide an initial assessment of the geometric, safety and operational

deficiencies of the structure. Identify the appropriate bridge work necessary to
address these deficiencies, while keeping in mind the structural feasibility of the
proposed work addressing these deficiencies.
Method: Obtain and examine traffic data and crash history as it relates to the
structure and its approaches. Further examine the record plans for geometric, safety
and operational deficiencies taking into consideration the bridge width, type of
construction and anticipated work zone traffic control.
Goal: Using the available traffic data, documented crash history and identified
geometric, safety and operational deficiencies of the structure determine feasible
rehabilitation and replacement alternatives. Eliminate those alternatives which from a
geometric, safety and operational perspective do not meet the project objectives, are
structurally not feasible and/or cost prohibitive. Determine if additional information is
necessary to further refine the feasible alternatives addressing these deficiencies or
justify the retention of these non-standard features.
• Evaluate a Structure’s Vulnerabilities to Potential Modes of Failure.
Purpose: Evaluate the structure by determining the relative vulnerability of the

structure to failure due to hydraulics, undesirable steel details, undesirable concrete
details, seismic events and collision.
Method: Obtain and examine the structure’s Bridge Safety Assurance Vulnerability
Ratings as they apply to the following failure modes: hydraulics, undesirable steel
details, undesirable concrete details, seismic events and collision.
Goal: Using the structure’s vulnerability ratings determine feasible rehabilitation and
replacement alternatives. Eliminate those alternatives which from a vulnerability
perspective do not meet the project objectives, are structurally not feasible and/or
cost prohibitive. Determine if additional information is required to further refine the
reasonable alternatives addressing these vulnerabilities.
• Identify Social, Economic and Environmental Impacts that may Limit Potential
Alternatives.
Purpose: Provide an initial assessment of the identified social, economic and

environmental impacts that may limit potential alternatives. Identify the appropriate
bridge work necessary to minimize and/or mitigate these impacts.
Method: Obtain and review the documented social, economic and environmental
impacts as they relate to the structure and its approaches.
Goal: Using the identified and documented social, economic and environmental
impacts determine feasible rehabilitation and replacement alternatives. Eliminate
those alternatives which do not meet the project objectives, are structurally not
feasible and/or cost prohibitive. Determine if additional information is required to
further refine the feasible alternatives addressing these impacts.
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• Verify and Complement Documented Information as necessary.
Purpose: Verify the documented information obtained from the bridge inventory,
current bridge inspection, vulnerability ratings and record plans is accurate.
Confirm the traffic data and accident history is current.
Method: Visit the project site. The project site visit is not meant to be an in-
depth bridge inspection. It is a verification visit to complement the documented
information previously obtained and to assist in the feasibility assessment of
potential alternatives.
Goal: Further evaluate the feasible alternatives and eliminate those alternatives
which are no longer viable.
• Evaluate the Constructability of the Feasible Alternatives.
Purpose: Evaluate the identified feasible alternatives as they relate to the

constructability of the proposed project.
Method: Determine the probable means and methods a contractor would most
likely use to construct the project for each proposed alternative. As part of the
constructability evaluation Work Zone Traffic Control (WTZ) should be
considered.
Goal: Further evaluate the feasible alternatives from a constructability

perspective and eliminate those alternatives which are no longer viable.
• Identify and Document the Feasible Alternatives.
Purpose: Identify the feasible alternatives and eliminate alternatives which are
not feasible.
Method: Evaluate all feasible alternatives as they relate to the project’s

objectives. Eliminate those alternatives which do not meet the project objectives.
Goal: Document all feasible alternatives in accordance with the requirements of

the appropriate Design Approval Document. Briefly describe alternatives that
were eliminated from consideration.
• Determine and Document the Reasonable Schedule and Cost for each of
the Feasible Alternatives and Recommend a Preferred Alternative.
Purpose: Evaluate the feasible alternatives from a schedule and a cost

perspective and select the preferred alternative.
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Method: Determine the cost and the construction schedule based on the needs of
the project and the time allocated for construction the project. The schedule allocated
for the construction of a project can be broken down into the following:
 Conventional Construction Schedule

 Reduced On-Site Construction Schedule
 Compressed On-Site Construction Schedule
 Accelerated On Site Construction Schedule
(Refer to Section 3.2.7.3 for description of schedule types stated above)
Goal: Determine if addition preliminary engineering is required to determine or refine
the feasible alternatives. If no additional preliminary engineering is required
document the feasible alternatives in accordance with the appropriate Design
Approval Document and make a preferred alternative recommendation.
At the conclusion of the initial assessment the project developer should be able to address
the three questions mentioned at the beginning of this section.
If the "Preferred Alternative” is replacement, the project developer shall document the
findings from the initial assessment in accordance with the guidelines outlined in the Project
Development Manual, circulate the draft Design Approval Document for comment and
comment resolution and obtain Design Approval. Once Design Approval has been granted
Final Design can commence, see Section 3.2 for further guidance.
If the “Preferred Alternative” is rehabilitation or there is not enough information to make

the rehabilitation versus replacement decision the project developer shall refer to Section 19
Bridge Rehabilitation for further guidance.
3.2 New and Replacement Bridge Types
3.2.1 Introduction
The preliminary design process is the foundation for designing new and replacement bridge
projects. Through the collection of site data and the results of a hydraulic analysis, when
applicable, the designer can determine the structure type and configuration. The preliminary
bridge plans are developed to satisfy work zone traffic control requirements as well as any
site specific or environmental considerations. The proposed structure should be compatible
with the overall site conditions; that is, geometric, topographical, cultural, ecological, and
should be consistent with the cost, scope, and schedule established in the Design Approval
Document for the project.
When this process is executed successfully, the outcome will present a structure that is
safe, economical, durable, constructible, and consistent with the stated objectives and
requirements of the project.
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3.2.2 Site Data
Site data provides the designer with the information required to select an appropriate
structure for a specific site. It provides the Hydraulics Engineer with the data necessary to
perform a hydraulic analysis. It also defines any outside agency involvement such as utility
companies, the Department of Environmental Conservation (DEC), and the United States
Coast Guard.
The site data package consists of two parts:
• Bridge Data Sheet - Part 1 (Appendix 3A): Must be completed for all structures.
• Bridge Data Sheet - Part 2 - Hydraulic Assessment Form (Appendix 3B): Must be
completed for structures over a waterway when a hydraulic analysis is required.
Refer to Section 3.2.3 for additional information on Hydraulic Design.
The bridge site data package is prepared by the Region or Consultant and shall be reviewed
and approved by the Regional Structures Engineer. The site data package is submitted as
an electronic copy in a single PDF file and is distributed for use as described in Appendix 3D
Subsection 1(b). The single PDF file for the site data package submission shall contain
Appendix 3A, Appendix 3B if applicable, and the proposed plan, section, and profile PDF
that is required in the Site Data Table number 14. Electronic versions of the appendices are
available on the Office of Structures website.
3.2.3 Hydraulics
3.2.3.1 Hydraulic Design Criteria
Projects involving waterway crossings will require a hydraulic analysis unless it is

determined by the Hydraulic Engineering Unit, Office of Structures that there will be no
significant effect on hydraulics. This determination is based on a hydraulic assessment
performed by the Hydraulic Unit. If an analysis is required, the necessary supporting
documentation is outlined in Appendix 3B, Bridge Data Sheet-Part 2, Hydraulic Assessment
Form. For definitions of ordinary high water, ordinary water and low water, see Section 17.3,
Notes 54-56.
Unless approved by the Deputy Chief Engineer (Structures (DCES, the following minimum
hydraulic design criteria shall be satisfied for all permanent structures over a waterway,
except where they are specifically revised or appended by those listed in Appendix 3B,
Bridge Data Sheet-Part 2, Hydraulic Assessment Form. For new and replacement bridges,
current peak flows shall be increased to account for future projected peak flows. Based on
the USGS developed “Future StreamStats” tool, flows in Region 1, 2, 7, 8, 9, 10, 11 and
Cortland and Oswego Counties in Region 3 shall be increased by 20%. Current peak flows
in Region 4, 5, 6 and Cayuga, Onondaga, Seneca and Tompkins Counties in Region 3 shall
be increased by 10%.
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 The proposed structure shall not raise the water surface elevations anywhere when
compared to the existing conditions for both the Q50 and Q100 flows.
 The proposed low chord shall not be lower than the existing low chord.
 A minimum of 2 feet of freeboard for the projected Q50 is required for the proposed
structure. The freeboard shall be measured at the lowest point of the superstructure
between the two edges of the bottom angle for all structures.
 The projected Q100 flow shall pass below the proposed low chord without touching
it.
 The maximum skew of the pier to the flow shall not exceed 10 degrees.
The following minimum hydraulic design criteria shall be satisfied for all temporary structures
over a waterway:
 Any structure carrying traffic that is expected to be in service for 2 or more years
shall be supported on deep foundations or founded on competent bedrock and shall
adhere to the criteria listed in Section 3.2.6.3.1.
 Any temporary structure that is in service for less than 2 years shall be designed to
withstand scour resulting from the projected Q50 design flow. Properly designed
stone fill is an acceptable countermeasure for a temporary structure.
Any work, permanent or temporary, that involves placement of constrictions or obstacles to

the flow within a channel or floodway (e.g., cofferdams, water diversion structures,
causeways, temporary detour structures, etc. has the potential to increase water surface
elevations. Unless previously determined by the Hydraulic Engineering Unit that a hydraulic
analysis is not necessary, any condition that has the potential to raise water surface
elevations will require a hydraulic analysis. This analysis shall verify that the permanent or
temporary conditions will not result in the water surface elevations for the Q100 base flood
increasing by more than 1 foot or what is limited by the FEMA FIS study, where applicable.
Critical Bridges
Critical Bridges are part of a designated evacuation route or provide sole access to any of
the following facilities where practical detour routes are not available in case of loss or
closure:
 Facilities designed for bulk storage of chemicals, petrochemicals, hazardous or toxic

substances or floatable materials
 Hospitals, rest homes, correctional facilities, dormitories, patient care facilities
 Major power generation, transmission or substation facilities
 Major communications centers, such as civil defense centers
 Major emergency service facilities, such as central fire and police stations
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In addition to the above Hydraulic Design Criteria, Critical Bridges should include the
following:
 An investigation of the vertical flood elevation and corresponding horizontal

floodplain subject to flooding from the current Q500 flows shall be completed to
determine if the project is in the Q500 floodplain. If the project is in the Q500
floodplain, alternative locations outside of the floodplain shall be investigated. For
most bridge projects, relocating the bridge will likely be impractical.
 Freeboard for the projected Q50 shall be increased to 3 feet.
Coastal Hydraulic Design Considerations
When designing new or replacement bridges subject to coastal actions, consideration shall
be given to applicable coastal design criteria that incorporate a range of sea-level rise
projections, up to and including the medium sea-level rise projection.
When designing new or replacement Critical Bridges, as defined above, subject to coastal
actions, consideration shall be given to applicable coastal design criteria that incorporate a
range of sea-level rise projections, up to and including the high sea-level rise projection, and
the current Q500 flows.
3.2.3.2 Hydraulic Table
For all projects where the hydraulic opening for the feature crossed is a controlling factor,
the Hydraulic Data Table is required in the plans on the General Plan and Elevation sheet.
The Hydraulic Data Table is included in Section 17.2.
For projects requiring the use of a temporary bridge to cross the waterway, Note P1 in
Section 17.2 shall be completed and placed directly under the Hydraulic Data Table. Note
P2 in Section 17.2 shall be used only when a hydraulic analysis permits.
Note P3 in Section 17.2 shall be placed directly under the Hydraulic Data Table for
Three- and Four-Sided Structures.
3.2.3.3 Slope Protection Criteria
All erodible or disturbed banks in a project that are subject to hydraulic flows shall be
protected by stone fill to an elevation 1 foot above design high water. Refer to Table 3-1 for
selecting the appropriate size of stone fill protection.
For banks subject to wake or wave action, bank protection shall be carried to a height
equal to 3 feet above the maximum navigable elevation.
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All slopes not protected with stone fill and which cannot be seeded, e.g. under a structure,
shall be protected with select granular fill slope protection, concrete block paving or grouted
stone. Slope protection under a structure shall be carried a minimum of 10 feet outside the
fascia line. Select granular fill slope protection shall be placed to a thickness of 8 inches.
Light stone fill shall be placed to a thickness of 1 foot in lieu of granular fill when heavier
protection is required as per the Hydraulic Design Criteria.
Slope protection shall not be considered permanent and shall not be considered in the scour
analysis for permanent structures.
See the latest BD sheets for stone fill placement and key-way details.
SIZING FOR ALL NYSDOT REGIONS

Q50 STREAM VELOCITY STONE PROTECTION
V ≤ 7 fps Medium
7 fps < V ≤ 12 fps Heavy
V > 12 fps Extra Heavy
Table 3-1
Stone Protection Sizing vs. Q50 Stream Velocity
3.2.3.4 Stream Crossing Permit Requirements
The Buffalo and New York City Districts of the US Army Corps of Engineers issued revised
Regional Conditions for Nationwide Permits in March 2012. Regional Conditions require a
bridge, or an open bottom structure, or an embedded invert to create a natural streambed as
well as maintaining the bank-full channel width through the structure. Consult the Regional
Environmental Contact for complete requirements.
3.2.4 Establishing Span Arrangements for Superstructure Selection
To start the superstructure selection process, first the design span length must be
established.
The available structure depth based on the roadway and crossing feature geometry can be
used to determine the design span length. The profiles and sections of the features being
carried and crossed create two mathematical reference planes. The relationship of these
planes to each other can be established to determine the location of the minimum critical
vertical clearance point or minimum freeboard and the maximum available superstructure
depth. The resulting available structure depth, when used in conjunction with other project
geometry, allows for the evaluation of various span lengths and configurations.
The geometric design criteria in the Design Approval Document developed following the
Geometric Design Policy in Section 2 shall be used.
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3.2.4.1 Substructure Considerations
When determining the span arrangements, the following guidance regarding abutment type
and location shall be used:
 Integral abutments shall be used whenever the criteria in Section 11.2.1 can be
satisfied.
 If the criteria for integral abutments cannot be met, then a semi-integral abutment
shall be considered and the selection criteria listed in Section 11.2.2 shall be met.
 When integral or semi-integral details cannot be accommodated, then jointless
details shall be provided.
 Joints shall only be used when none of the above is feasible.
The designer shall consider altering the geometry of the bridge, including increasing the
span length, to satisfy the selection criteria for integral or semi-integral abutments.
When determining the bridge geometry, the designer shall consider increasing the span
length to decrease the skew angle to 30 or less.
For stream crossings, the designer shall consider increasing the span length of the new or
replacement structure so that the abutments are set back from the edge of channel.
To determine the best span arrangement, the designer shall compare the overall bridge
construction cost increase associated with the above listed considerations for increased
span length to the reductions in life cycle cost, including the user cost savings.
3.2.4.2 Span Arrangements
Single span arrangements shall be used whenever it is technically and economically

feasible.
For multiple-span bridges, a continuous design shall be used unless there is a sound
structural reason not to do so. In the case of multiple-simple-span prestressed unit bridges,
the superstructure shall be made continuous for live load over the intermediate supports.
Span arrangements ranging from equal span structures to proportionally increasing span
ratios should be evaluated for an economical superstructure. See Table 3-2 for
recommended span ratios. This table applies only to fully continuous steel superstructures
or spliced prestressed concrete beams. For prestressed concrete superstructures that are
designed as continuous for live load, equal span lengths usually is the most economical
arrangement.
When determining the most efficient span arrangement, the designer shall investigate the
feasibility of transporting and erecting the superstructure components. In addition, alternate
multiple span arrangements shall be considered to compare the overall bridge costs.
Continuous design using steel rolled beams or built-up plate girders takes into account the
continuity over the interior supports. 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.
3-12 2017
This reduces the required beam depth for the span. See Table 3-2 and NYSDOT LRFD
Bridge Design Specifications Table 2.5.2.6.3-1 for guidelines. Poor continuous span ratios
may result in uplift. Use of continuous for live load designs, link slabs, tie-down systems,
and anchored end spans are feasible ways to handle these situations.
The designer may consider the stiffness of the integral abutments and/or the stiffness of
the actual bridge cross section to meet deflection limits in the design specifications.
For stream crossings, the desired span-to-depth ratio limits may be exceeded if the resulting
span arrangement situates a pier or substructure away from the water’s edge. In addition,
the desired span-to-depth ratios may be exceeded to allow the use of integral abutments or
to reduce the skew angle to 30° or less. The increased cost due to the inefficient span
arrangement shall be evaluated against the hydraulic benefits of keeping the substructures
out of the channel.
Similarly, for grade separations, the desired span-to-depth ratio limits may be exceeded
if other compensating benefits are considered and justified.
Equivalent Span to Depth Ratio

Number
Ratio of Spans Equivalent Simple Span
of Spans
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 upward
(i.e.,0.85 up to 0.90, 0.75 up to 0.85 and 0.60 up to 0.75).
Table 3-2
Economical Span Ratios for Fully Continuous Superstructures
3.2.4.3 Superstructure Type Based on Span Lengths
Once the design span length is established, then the allowable superstructure types can be
determined using Table 3-3. This table is provided for guidance and was developed based
on current industry standards and economical span ranges for given superstructure types in
the Northeast.
All structure types highlighted within the design span length can be considered. However,
the decision on what type of structure to use often depends on site limitations and access,
foundations, geographical location, geometric considerations and aesthetic or historic
requirements. It is recommended that the designer leave room for refinement during final
design for possible changes in dead load to the structure or minor geometry alterations.
2017 3-13
Sound engineering reason shall be included in the Structure Justification Report when a
structure type outside of the allowable span range is proposed. Constructability of this
proposal shall be investigated and documented in the Structure Justification Report.
For Design/Build projects, the Design Builder may extend the allowable span range for some
of the superstructure types based on their experience since the Design Builder assumes full
responsibility for the cost, construction and issues that may arise during construction.
3.2.5 Superstructure Selection Guidelines
Once the allowable structure types have been determined based on span length using Table
3-3, consideration shall be given to the selection criteria described in Section 3.2.5.1 to
determine the best alternatives for the new or replacement bridge project. Table 3-6
provides guidance on specific structure types and their performance in relation to geometry,
constructability, durability and inspectability. Each superstructure type is assigned a relative
score (1-low through 5-high) in each selection category, based on current industry practice
and experience in New York State. The scores are multiplied by an importance factor for
each selection category. The designer shall modify these importance factors for project
specific design criteria. Guidance for recommended importance factors are shown in Table
3-5. The superstructure types are ranked highest to lowest by their total score and whether
or not the allowable structure depth can be met; the preferred alternative is selected based
on construction cost as well as life cycle cost. The designer shall utilize the guidance in the
Design Approval Document for the user cost analysis. An electronic version of the Structure
Selection table is included in Appendix 3G on the Office of Structures website. Refer to
Section 3.2.5.3 for more guidance on selecting the preferred structure type.
If a particular structure type is needed to satisfy project specific requirements, such as

aesthetics, then it is not necessary to perform a structure type alternative analysis as
described above. The designer shall justify the use of the structure type that satisfies the
specific project requirements in the Structure Justification Report.
The superstructure types listed in Table 3-4 are not allowed for new or replacement bridges
for Design/Bid/Build projects unless approved by DCES or approved through the Alternate
Technical Concept (ATC) process.
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Superstructure Type vs. Span Length

Table 3-3
2017 3-15
Table 3-4
Superstructure Types Requiring Approval
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Table 3-5
Recommended Importance Factors
2017 3-17
Table 3-6
Superstructure Selection Table
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3.2.5.1 Structure Selection Criteria
3.2.5.1.1 Geometry
Vertical Curve Profile:
Vertical curves can be accommodated on structures through various methods that depend
on the structure type as well as the extent to which the profile is curved.
 For tangent profiles or those with minimal vertical curves, any of the structure types
can serve as a viable solution.
 For profiles with slight vertical curves, any adjacent or spread system can be a viable
solution. The slight curve can be accommodated on spread structures by means of
cambering the beams to follow the profile or by varying the haunch along the beams.
For adjacent structures, the deck thickness can be varied to meet the profile.
 For profiles with moderate vertical curves, adjacent or spread systems are feasible
solutions, but the designer shall take into consideration the following:
 Structure types with wide top flanges, such as box beams, can result in
excessive haunches. To combat this, the designer may detail a haunch that is
smaller in width than the top flange, but still provides sufficient capacity to ensure
composite action with the concrete deck.
 Adjacent prestressed units such as slab units, box beams, and NEXT Beams
(Type F) can accommodate the moderate curve by varying the deck thickness.
However, this can result in considerable additional dead load necessitating a
deeper beam.
 For NEXT Beams (Type D) and Deck Bulb Tee beams, vertical curves can be
accommodated with a variable top flange thickness. This can be accomplished
in fabrication, through varying the thickness of top flange, or by providing an
overlay with varying thickness. Increased construction costs associated with any
one or a combination of methods listed above shall be considered.
 For profiles with extreme vertical curves, including sag curves, steel multi-girder
systems are the most viable solution since camber can be fabricated and controlled
with greater accuracy. Other feasible solutions include AASHTO I-Beams and Bulb
Tee Beams. Span lengths less than 100 feet could use a prefabricated
superstructure system such as Deck Bulb Tee beams, NEXT Beams (Type D), or
Prefabricated Modular Deck Beams, designed and fabricated with varying the top
flange to meet the final profile. Due to the potential for differential camber between
beams, a proportional increase in minimum haunch thickness shall be included in the
superstructure depth estimation for spans greater than 100 feet. For span lengths
greater than 100 feet, the bridge may need to utilize an overlay or the combination of
diamond grinding and overlay to meet the final roadway profile.
2017 3-19
Alignments:
Horizontally curved alignments can be accommodated on structures through various

methods that depend on the structure type, span length, as well as the extent to which the
alignment is curved.
 For tangent alignments, any of the structure types can serve as a viable solution.
 For minimal horizontal curves, any of the structure types can serve as a viable
solution. Except for steel arches and trusses, concrete arches, and timber arches
and trusses, which are not suitable for use with curved alignments.
 For slight horizontal curves, any straight adjacent or spread system can be a viable
solution. The designer shall take the following into consideration:
 To utilize a straight adjacent prestressed concrete superstructure, the deck

must be over widened to allow for the horizontal curve. A slight curve can be
satisfied, but this is not ideal for sharper curves. The distance from the back
side of the railing or barrier to the deck fascia increases and can introduce
safety concerns as well as additional construction and maintenance costs.
 For curved alignments with midordinate corrections exceeding 1 foot,

prestressed concrete adjacent box beams or slab units are not recommended
because of the increased cost of the wider chord alignment and the
complications that arise with regard to bridge railing anchorage and end
transitions.
 For moderate horizontal curves, curved or straight steel superstructures or straight

concrete superstructures are feasible solutions. A straight spread concrete or steel
superstructure can be oriented along the chord of the curve and use varying
shoulder widths or overhang widths to provide for the horizontal curve of the deck.
This method is feasible for moderate curves, but can become complicated for longer
spans.
 For extreme horizontal curves, curved steel girders, steel box girders, steel tub
girders, or concrete segmental box girders are viable superstructure types.
Cross-Slope:
Superelevations can be accommodated on structures through various methods that depend

on the structure type as well as the extent of superelevation.
 For superelevations less than or equal 2%, any of the superstructure types can
serve as a viable solution.
 For superelevations between 2% and 4%, spread system structure types with wide
top flanges should be evaluated based on project geometry due to the excessive
concrete haunches. These include prestressed spread box beams and concrete
Bulb Tee beams. Concrete Bulb Tee beams can be designed with a reduced top
flange width to avoid excessive haunches. Prestressed adjacent concrete units,
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including adjacent slab units, adjacent box beams, and NEXT Beams (Type D) and
Deck Bulb Tee beams, can be installed parallel to the cross slope. But given the
width of the NEXT Beam (Type D) and Deck Bulb Tee beam, a beam may have to
straddle the crown of the roadway. This will require the top flange thickness to be
varied.
• For superelevations greater than 4%, including any superelevation transition, a

cast-in-place deck or topping is preferred. Structure types with integral precast
decks such as NEXT Beams (Type D), Deck Bulb Tee beams, and Prefabricated
Modular Deck Beams are discouraged for use with varying cross-slopes or
superelevation transitions.
Skew Angle:
The skew angle of a structure can be accommodated through various methods that depend
on the superstructure type as well as the degree of the skew angle.
 For skew angles less than or equal to 30°:
 The use of three-sided arch structures shall not be used for structures with
stage construction that have a skew angle greater than 10.
 NEXT Beams (Type F) shall not be used with skews over 15 due to the
potential for longitudinal cracking in the top flange during fabrication and
handling.
 Steel, concrete, and timber arches are not recommended for use with skews
angles greater than 15°.
 For skew angles between 30° and 45°, the following structure types are restricted:
 Deck Bulb Tee beams and NEXT Beams (Type D) shall not be used for
skews over 30 due to the potential for longitudinal cracking.
 For skew angles greater than 45°, the following structure types are restricted:
 Neither prestressed box beams nor prestressed slab units shall be used for
skews greater than 50°.
3.2.5.1.2 Constructability
Utilities:
Any type of spread beam or girder system can accommodate the space needed for utilities
and hanger assemblies to be carried on the bridge. The designer shall ascertain that the
selected system has adequate room available to accommodate the utilities to be carried.
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Stage Construction:
Concrete arches, steel arches, steel trusses, timber arches, timber trusses, cable stays and
suspension bridges are generally not suitable for use with stage construction.
Prestressed concrete structures built with stage construction shall be designed assuming
differential camber between stage beams, considering the potential for age difference
between the Stage 1 and Stage 2 beams. The designer shall include proper camber control
measures in the Contract Documents.
Accelerated Bridge Construction:
Some prefabricated bridge elements and systems may offer significant advantages over
onsite cast-in-place construction. Advantages can include a reduction in field construction
time, lower costs resulting due to off-site fabrication and standardized components, and
improved safety because of reduced exposure time in the work zone. The controlled
environment of off-site manufacturing helps ensure consistent quality of components for
durability and long-term performance.
Based on the degree in which the construction schedule is compressed, the following
superstructure types offer a range of benefits:
 Concrete four-sided boxes, three-sided frames, and three-sided arch structures can
save construction time since there are no abutment or backwall concrete pours.
 The use of integral abutments reduces construction time as there are generally less
piles to install and the footing concrete pour is eliminated.
 Type D NEXT beams, Deck Bulb Tee beams, Prefabricated Modular Deck Beams,
and any multi-girder systems that utilize precast concrete decks significantly reduce
the deck construction time.
The potential for savings in on-site construction time by the use of precast substructure
elements such as footings, columns, piers, pier caps, abutment stems, and wingwalls shall
be investigated.
Complex Superstructures:
Concrete segmental box girders, steel trusses, steel or concrete arches, steel box or tub
girders, cable stay, and suspension bridges generally require specialized design and
construction techniques compared to conventional alternatives. In addition, inspection and
maintenance of these types of bridges will be more expensive. These superstructure types
shall only be used when required by the Design Approval Document or justification for their
use is approved by the DCES for Design/Bid/Build projects or approved through the
Alternate Technical Concept (ATC) process for the Design/Build projects.
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3.2.5.1.3 Durability and Inspection
Debris Accumulation:
A superstructure with a smooth underside is preferred for stream crossings where the
potential for snagging of ice or debris exists. Preferred superstructures include: prestressed
concrete slab units, concrete adjacent box beams, four-sided box single units and three-
sided single frames.
Multi-cell precast units (four-sided box, three-sided frame or arch shall not be used to
convey a moving waterway due to the potential for blockage by debris catching and
accumulating in the intermediate piers.
Jointless Details:
Jointless abutment details in order of priority are integral abutments, semi-integral

abutments, and conventional abutments with jointless decks over the backwall. Integral
abutments perform the best in terms of durability and have the lowest initial construction
cost, followed by semi-integral abutments and conventional jointless abutments.
Concrete four-sided boxes, concrete three-sided frames and arches avoid the need for joints
as they are buried structures.
See Section 11 for further information and design criteria for these jointless details.
Visual Inspection:
Prestressed adjacent box beams and slab units are known to develop deterioration on the
sides of interior units that cannot be observed by visual inspection and are also inaccessible
to repair. Consequently, they are not allowed for use unless debris accumulation is a
concern at the water crossing or due to demands of vertical clearance or freeboard.
Prestressed adjacent box beams or slab units are permitted where NYSDOT approved leak
and crack resistant joints, such as UHPC closure pours, are used to connect the adjacent
units. A structural deck is still required unless a thicker top flange similar to the conventional
cast-in-place deck used for spread systems is provided with a closure pour meeting the
details of the BD sheets. When a separate structural deck is not provided, the conventional
reinforcement within the box beams and/or slab units shall be stainless steel.
Weathering steel is not a recommended finish for any structure type that utilizes closed
shapes. There is the potential for internal corrosion of the steel member which is not easily
inspected or identified. Refer to Section 8.2.1 and Section 8.19.3 for further information on
weathering steel.
Maintenance Frequency:
Three sided concrete frames can require increased maintenance and shorter life expectancy
due to the potential for cracking at midspan. In addition, it can be difficult to access the tops
of the units due to the nature of the buried structure. Traditional frame design assumes
hinges at the bases of the vertical legs of the frame. When three sided frames are used in
situations where the span to leg rise ratio is greater than 4, the design shall assume a hinge
2017 3-23
and roller support condition unless the legs are supported on laterally unyielding foundations
such as rock, an invert slab, or on piles with very high lateral stiffness. Even small lateral
movements in the foundations will increase the moment demand at midspan increasing the
probability of the concrete to crack while in service. A hinge and roller support condition will
account for this and will result in a more robust design.
Significant deterioration due to corrosion of the conventional reinforcement and/or

prestressing steel in prestressed concrete superstructures cannot easily or economically be
repaired. Other types of damages in the concrete, such as impact, can be easily repaired at
relatively low costs. Routine maintenance of concrete superstructures also includes efforts
to forestall chloride contamination.
The maintenance frequencies of steel superstructures depend on the type of protective

coating used. The superstructure can require frequent maintenance in the form of cleaning,
debris removal, painting, or bridge washing. This can lead to increased costs for long term
maintenance.
Access and Special Inspections:
Concrete arches, concrete segmental box girders, steel trusses, steel box or tub girders,
cable stay, and suspension bridges can require special access equipment or training to
perform inspections and routine maintenance. In addition, portions of the structures can be
unique and require special inspections at increased intervals compared to the rest of the
structure. This can become costly and burdensome and shall be taken into consideration
when determining the structure type for a new or replacement bridge.
3.2.5.2 Allowable Structure Depth
The allowable structure depth is determined based on the need to satisfy critical profile,
vertical clearance, and freeboard restrictions. The Designer shall verify that each viable
superstructure alternative can meet the structure depth requirements for the given span
length. If design tables are used to aid in this process, it is recommended that the Designer
leave room for refinement during final design in addition to meeting the load rating
requirements set forth in Section 1.3.
The structure types that have the shallowest superstructure depths include prestressed
adjacent slab units, prestressed adjacent box beams, NEXT Beams (Type D), and Deck
Bulb Tee beams. When an increase in the design capacity of a shallower superstructure is
necessary, NEXT Beams (Type D) and Deck Bulb Tee beams are beneficial as they can
accommodate additional prestressing strands in comparison to the other prestressed
structure types.
3.2.5.3 Structure Type Selection
Once the highest scoring alternatives have been determined and considered equivalent
based on the project needs and the selection criteria described in Section 3.2.5.1 as well as
the allowable structure depth in Section 3.2.5.2, the preferred structure type is selected by
means of a cost analysis. All Design/Bid/Build projects shall include a cost analysis. The
designer shall take construction cost, user cost, and life cycle cost into consideration before
making the selection and shall justify such in the Structure Justification Report. Refer to
Section 3.2.11 for more information.
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The following factors can affect the overall construction cost and shall be considered
when selecting the structure type for a new or replacement bridge project.
Availability of Steel Shapes:
To ensure competitive bid pricing, it is essential to determine the availability of steel shapes
and plates. The American Institute of Steel Construction (AISC) provides a database of
available structural steel shapes in the United States from major steel producers as well as
which mills are producing the shapes. The search interface is located at
https://www.aisc.org/steelavailability. Generally, where many producers are listed, it is an
indication that the particular shape is commonly available. However, except for larger
shapes, when only one or two producers are listed, it is prudent to consider contacting a
steel fabricator to determine availability.
For rolled beams with a length greater than 65 feet, the availability shall be investigated. See
Section 8.4.3 for further information. Rolled beams with a beam depth greater than 40
inches shall be avoided due to the lack of availability.
When the span length for a new or replacement bridge project is within the range that allows
the use of either rolled beams or plate girders, the Contract Plans shall show both steel
options to allow the Contractor to use the most cost efficient solution. Refer to Section 8.4.3
for design guidance and how to specify an equal allowable steel substitution.
Availability of Concrete Forms:
To ensure competitive bid pricing, it is essential to determine the availability of the forms
for the proposed concrete beam type and size.
Superstructure Weight:
At locations where soil conditions have poor bearing capacity or would require very long
piles to support the structures, prestressed adjacent box beams, adjacent slab units, NEXT
beams (Type D and F), and Deck Bulb Tee beams have the disadvantage of having a
heavier superstructure. Under these conditions a steel multi-girder or rolled beam
superstructure will reduce the loads.
The heavier superstructure types can also lead to additional construction costs for erection
and handling. Depending on the project site, additional or larger cranes may be necessary
to erect the beams, compared to a lighter structure type alternative.
3.2.5.4 Signature Structures
Examples of signature structures include concrete arches and segmental box girders, steel
arches, frames, trusses and box or tub girders, as well as timber arches and trusses. These
structures are generally more expensive to build and maintain compared to equivalent
alternatives that utilize conventional construction methods. These signature structures shall
be used only when project specific needs cannot be met with a more economical alternative.
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3.2.5.5 Alternative Designs
This structure type selection process that has been outlined allows for an evaluation of
different alternatives. By working through the process and applying site or design
constraints, various structure types 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:
 Value Engineering
 Conceptual Plans only
 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. This process allows the Contractor
to propose the use of a comparable structure type based on Table 3-3 and Table 3-6, as long
as it is equal in durability, constructability, and safety to the structure type shown in the
Contract Plans.
3.2.6 Substructures
3.2.6.1 Substructure Location
When deciding where to locate substructures, the designer shall identify all appropriate
horizontal offsets, standards and requirements covered in Section 2. Using these constraints
and the span arrangement determined in Section 3.2.4, the substructure locations can be
determined and the following shall also be considered:
 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.
 Staging problems – Includes interference between the existing and new features,
(e.g., substructures, beams, pier caps, pile driving - especially battered piles) as well
as utilities that must remain in service.
 Existing substructures – Reduce conflict with existing substructure elements.
 Alignment with features crossed - Narrow highway medians may result in large
skews for piers. For stream piers the normal direction of stream flow shall be
considered to avoid the creation of eddies and turbulence.
 Utility Conflicts – 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.
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 Wetland encroachments – Longer spans to avoid wetlands will require additional

beam depth. This can raise a profile and move the toe of slope out or require a
retaining wall. Shorter spans may disturb more of the area and require additional
wetland mitigation.
 Cost of Aesthetic Treatments such as high abutments with large reveal heights for
form liner, masonry or brick treatments.
 Integral Abutments – Must be located so to meet the limits identified in Section
11.2.1.
3.2.6.2 Foundation Assessment
The "Site Data" package includes the substructure boring logs for the bridge and,
sometimes, the highway. These logs shall be evaluated by the Geotechnical Engineer
responsible for the foundation design with regard to:
 Location with respect to the new bridge - Do the boring locations allow the designer
to confidently perform a preliminary foundation assessment?
 Consistency of the soil with respect to each log - Is the information in the different
logs consistent enough to interpret rock elevations and soil types?
 Number of borings taken - Are there enough borings to extrapolate information?
What if long walls are anticipated?
 Compatibility with the record plans of the existing bridge - Are rock elevations or pile
lengths shown on the record plans consistent with the new boring logs?
 Location of borings with respect to the proposed substructure layout - Is there
sufficient information to estimate pile lengths? Can sheeting be driven to required
depths?
Coordination with the Office of Structures Foundation Unit and the Geotechnical
Engineering Bureau is needed. Any assumptions made that are critical to the structure type
and configuration shall be verified. Additional boring requests or other subsurface
investigations shall be addressed to the Structures Foundation Unit of the Geotechnical
Engineering Bureau.
3.2.6.3 Water Crossings
3.2.6.3.1 Scour
The following criteria shall be applied to all permanent structures crossing water.
• Unless founded on rock or explicitly excluded by the “Exceptions to the Minimum

Hydraulic Design Criteria” in Appendix 3B, Bridge Data Sheet-Part 2, Hydraulic
Assessment Form, all substructures of a bridge crossing water shall be supported on
deep foundations.
• The minimum length of pile below the bottom of footing shall be the controlling length
of 10 feet or what is required by geotechnical analysis.
2017 3-27
 Cofferdams shall be evaluated with regard to need, type, size, constructability and
cost. Alternative types of construction such as causeways, caissons or drilled shafts
shall be considered and compared to conventional cofferdam costs.
 The computed maximum depth of scour shall be used to determine overall structure
stability. Deep foundations should be socketed into rock if scour can affect their
stability. Recommendations for details will be contained in the Foundation Design
Report (FDR).
 All substructures will require the appropriately sized stone protection per Table 3-1.
 Scour calculations shall be computed from the deepest point of the channel.
3.2.6.3.2 Location and Orientation
For simple span water crossings, skews of less than 10° can usually be avoided by squaring
off the abutments. This will lengthen the structure but will reduce design and construction
complexity. For multiple span water crossings, piers aligned with the stream flow will reduce
the creation of eddies and turbulence. Squaring off piers or reduction in skew shall only be
done with concurrence of the Office of Structures Hydraulic Unit or Regional Hydraulics
Engineer, or as specifically allowed by the hydraulic design criteria.
The following are the guidelines for substructures:
• Two piers close to each shore line may be more hydraulically efficient and
economical to build than one deep water pier.
• Piers shall be solid to a height of 3 feet above maximum navigable elevation or 2 feet
above the 100-year flood or flood of record, whichever is higher. If the remaining
height of pier above the solid stem is 16 feet or less or if the flow direction is not
parallel with the length of the pier due to a high skew angle, piers shall be made
completely solid. Structural design of short column bents shall address the effects of
restrained shrinkage.
• The upstream face of piers shall be rounded or V-shaped to improve hydraulics. If ice
and/or debris are a problem, the upstream face should be battered 15 degrees and
armored with a steel angle to a point 3 feet above design high water. This allows the
ice to be broken and the debris or ice to ride up the pier face. All sites where medium
or heavy drift is expected, this treatment shall also be provided.
• Where wingwalls of an abutment are at or near the water's edge, the wingwalls on
the upstream side shall be flared to improve the hydraulic entrance condition. All
wingwalls of an abutment at or near the water’s edge shall be oriented so that the
elevation at the end of the wingwall is higher than design high water or, as a
minimum, the ordinary high water. Refer to Section 11.3.3 for more information.
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3.2.6.4 Grade Separations
3.2.6.4.1 Wingwalls
Where abutment or wingwall heights exceed 24 feet, alternate systems other than
cantilevered, cast-in-place concrete wall systems shall be considered. This is especially true
in fill areas. NYSDOT approved fill type wall systems combined with pile supported footings
are available which may provide a more economical system.
3.2.6.4.2 Skew
Orientation of the substructure units is greatly dependent upon the nature of the feature
crossed. The skew of the structures should be kept at 30° or less unless there is a
compelling engineering reason for a larger skew angle or if the cost of the skew reduction is
more than the savings from the reduced life cycle cost. 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. Skews 10° or
less shall be eliminated, unless there is a compelling engineering reason for retaining the
skewed substructures.
Curved structures shall have radial supports unless there is a compelling engineering
reason for non-radial supports.
3.2.6.5 General Details
U-wingwalls can be used when there is interference between the existing and the proposed
structure or some other site restriction. U-wingwalls may also be used when a certain
aesthetic effect is desired. Flared or in-line wingwalls are generally more cost effective.
NYSDOT approved wall types other than cantilever design are acceptable to be used as
wingwalls. For water crossings, fill type retaining walls shall follow the criteria outlined in
Section 11.3.3 for scour susceptibility in order to be considered a viable alternative.
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 or liners are used to obtain an
aesthetic appearance, the wall thickness must be increased by an amount equal to the relief
of the insert to maintain proper cover on the reinforcement.
In wider medians, where the under roadway geometry does not control the alignment of the
median pier, pier skews may be modified. In narrow medians, where the alignment of the
median pier is dictated by the under roadway geometry, the alignment of the median pier
shall approximate the skew of the roadway. A solid pier shall be used whenever the median
pier is subject to road spray, salt and snow build-up.
The use of small, isolated column piers shall not be used where there is potential for impact
by heavy trucks. Where multicolumn piers are proposed, the potential for heavy truck impact
shall be evaluated. At all locations where such potential exists, a crash-wall-type, partial-
height plinth shall be used. At railroad crossings, pier crash walls shall be made parallel to
the track and meet current AREMA specifications.
Substructure placement shall meet drainage requirements in the area around the
substructure.
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3.2.7 Work Zone Traffic Control
3.2.7.1 General
The method for temporary traffic control during construction may affect the cost and scope
of the work and could become the overriding consideration in the selection of the preferred
alternative. The temporary traffic control method for a project is generally decided in Project
Design Phases I → IV. It is presented in the Design Approval Document. Typical methods
for temporary traffic control used by NYSDOT are:
 Off-Site Detour
 Stage Construction
 Temporary on-site detour bridge.
 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 for temporary traffic control 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 temporary traffic control methods. For example, stage
construction presents construction difficulties that could result in a less desirable finished
product and costly work zone traffic control. Night construction may also be considered as
an optional method. Coordination with the highway designer is essential through all design
phases.
3.2.7.2 Off-Site Detour
Off-site detours often 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 decision can also affect
businesses, school bus operations, emergency services, etc.
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).
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3.2.7.3 Accelerated Bridge Construction
Governor Andrew M. Cuomo on September 27, 2012 announced the 'Drivers First' initiative, a
new approach by the State Department of Transportation to prioritize the convenience of
motorists and ensure that disruptions are as minimal as possible to drivers at highway and
bridge projects across the state.
As a result of the ‘Drivers First’ initiative, the construction schedule for a new or replacement
bridge project shall be evaluated during the scoping phase for its impact on the traveling
public. Refer to Section 2 and the Highway Design Manual, Chapter 16 for more
information.
If the use of Accelerated Bridge Construction (ABC) is necessary to meet the requirements
of the ‘Drivers First’ initiative, then ABC shall be utilized. If the proposed project is not
subject to the requirements of the ‘Drivers First’ initiative, then a detailed evaluation
including a cost/benefit analysis, shall be completed to determine if the project should be
accelerated.
There are considerable rewards that can be attained with thorough planning, design and
execution of accelerated bridge construction contracts. Consideration must be given to the
applicability of the design, the contracting industry’s abilities, project site conditions, costs
and construction schedules. The Region and the Contractor must be committed to the
accelerated schedule to ensure success. Shared responsibility, risk and control are needed
for a successful project. Reduced schedules save money for all parties. When properly
implemented, accelerated bridge construction can and should result in a durable bridge that
meets schedule and budget requirements. Additional information and guidance on selecting
accelerated bridge construction for a project is available at :
www.fhwa.dot.gov/bridge/prefab/framework.cfm
Depending on the degree to which the construction timeline is decreased, three levels
of accelerated bridge construction can be established:
• Reduced On-Site Construction: Decreases the conventional construction timeline by
up to one third. Specialized ABC techniques are not essential to satisfy the
construction schedule, rather efficiency by the Contractor enforced by the inclusion
of incentive/disincentive provisions within the Contract Documents. Use of ABC for
projects within this range may not result in significant cost increases when compared
to conventional construction.
• Compressed On-Site Construction: Decreases the conventional construction timeline

by more than one third and up to two thirds. Within this range, conventional or ABC
techniques can be utilized to meet the construction schedule. Therefore, when the
project geometry and design constraints allow for it, the Contract Documents shall
include two alternatives:
- Design and details utilizing cast-in-place construction with decreased

construction duration achieved through reductions in cure time for concrete.
- Design and details utilizing Prefabricated Bridge Elements and Systems (PBES)
which has the potential to reduce on-site construction duration.
2017 3-31
The Contractor will be allowed to use the most cost efficient solution.
 Accelerated On-Site Construction: Decreases the conventional construction timeline

by more than two thirds. Within this time constraint, conventional construction
methods are no longer suitable solutions for meeting the schedule and a design
utilizing PBES for the entire bridge or at least critical parts of it shall be included in
the Contract Documents.
Refer to Figure 3.1 which illustrates comparison between the time required for conventional
stage construction and the different levels of ABC.
Figure 3.1
Accelerated Bridge Construction vs. Conventional Construction Timeline
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3.2.7.4 Stage Construction
3.2.7.4.1 General Considerations
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 nonredundant superstructure, e.g.,
thru girders, if additional supports or load carrying members can be added. 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 shall be thoroughly investigated to avoid
orders-on-contract. Additional site evaluations and/or subsurface investigations, if needed,
shall be performed during the design phase to avoid cost overruns during the construction
phase.
Depending upon the complexity and extent of the stage construction, the additional cost can
range from 10% to 30%.
3.2.7.4.2 Guidelines for Stage Construction Details
• The Region is responsible for determining minimum lane widths, shoulder widths and
pedestrian access needs for each stage. The Region shall also identify any
restrictions placed on any of the utilities.
• Show staging details for old and new pier(s) in each of the appropriate cross-
sectional views.
• Use a dashed line pattern to identify limits of removal work in each stage. Limited
removal work can also be identified as a crosshatched area, e.g., partial sidewalk
removal.
• A dashed line should also be used to indicate temporary barrier and its location.
• Identify all temporary and permanent utilities in the appropriate stage.
• All transverse staging sections shall include a true vertical and horizontal
representation of the existing and new pier status at each stage. Any temporary
supports or shoring details shall also be included.
• All details shall 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 shall be detailed below the previous. This downward
projection will give a true representation of the location of the existing and proposed
features with relationship to each other.
• Temporary cantilevered outrigger sidewalk details shall be provided when the existing
or proposed partial bridge section cannot accommodate both vehicle and pedestrian
2017 3-33
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.
• 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 5 feet is
preferred. FHWA requirements allow a minimum sidewalk width of 3 feet. ADA
requirements allow for a minimum sidewalk width of 4 feet. The absolute minimum
sidewalk width is 3 feet if a 5 feet wide passing zone is provided every 200 feet. See
the Highway Design Manual, Chapter 16 and/or 18 for further information.
• Each unit in a line of temporary concrete barrier installed on a bridge shall be
installed with one of the following options: unpinned and not stiffened, unpinned and
stiffened with box beam (Hwy. Std. Sheet 619-01, sheet 3 of 3), pinned to the deck
and not stiffened or combined pinned and stiffened with box beam. The chosen
option depends upon the design speed and the offset from the edge of the deck to
the back of the barrier as shown in Table 3-7.
Required Offset from

Design Edge of Deck to
Type of Temporary Concrete Barrier Speed Back of Barrier
Pinned & not stiffened All Speeds 10”
Pinned & Stiffened with Box Beam All Speeds 10”
Unpinned & Stiffened with Box ≤ 45 mph ≥ 1’-0”
Beam > 45 mph ≥ 2’-3”
≤ 45 mph ≥ 1’-8”
Unpinned & Unstiffened
>45 mph > 3’-4”
Table 3-7
Temporary Concrete Barrier Table
• Temporary Concrete Barriers shall 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. A temporary barrier
stiffened with box beam shall be used on a new deck in lieu of pinning because of
the potential of damage to the new deck. The use of pinned and stiffened with box
beam units shall be limited to locations that require higher speeds, truck traffic and
offset limitations.
 For further information on stage construction design, see Section 5.1.9.
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3.2.7.5 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
shall be specified in the Contract Documents. 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 be
the Department's decision as to whether the temporary structure should be leased or
purchased.
Options to consider when a temporary bridge is proposed include:
 The Traditional Manner:

The design criteria for the temporary detour structure is specified in the Contract
Documents. The Contractor is responsible for the design of the temporary bridge and
submits the drawings 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.
 The Local Bridge Incentive Program:

The design criteria for the temporary detour structure is again specified in the
Contract Documents, 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 costs for 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.
 Innovative Designs:
Innovative design procedures can be introduced by either the designer or the
Contractor. An example would be a roll-in or sliding technique. In this version, the
temporary substructure and the new superstructure are located on a temporary
alignment, parallel to the permanent corridor. The temporary substructure 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 are
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.
 Temporary detour structures shall meet the requirements of Section 3.2.3.1.
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.
2017 3-35
3.2.7.6 Alternative Alignments
Using an alternative alignment is a temporary traffic control approach most often used when
it is necessary to eliminate an undesirable feature associated with the existing alignment, for
example, a sharp curve. Due to high traffic volumes and certain traffic movements, it may be
the most efficient way to handle traffic. The alternative alignment may either be a full or
partial shift of the roadway's horizontal alignment. This 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
roadway construction from the point of divergence to convergence with the existing
alignment.
3.2.8 Hazardous Materials
The two hazardous materials most likely to be encountered in bridge replacement or

rehabilitation projects are asbestos and lead-based paint. Asbestos has been used
historically in several common bridge construction materials. Typical applications include
bearing pads/sheet packing, joint filler, caulking, utility conduits, paint and other coatings.
Removal/disturbance of asbestos-containing material is regulated under State and Federal
Regulations. For requirements related to asbestos inspection and abatement design
associated with bridge replacement or rehabilitation projects, refer to Chapter 4, Section
4.4.19 of The Environmental Manual.
3.2.9 Environmental and Aesthetic Considerations
3.2.9.1 Introduction
A proposed work strategy of rehabilitation or replacement must adequately address a

deteriorated or inadequate bridge or a newly proposed crossing. Solutions to these 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, etc. Other parameters are defined by social, economic or environmental
issues. The designer attempts to develop a solution that economically addresses these
conditions while accommodating applicable design criteria and parameters.
The Governor’s Environmental Initiative of 1998 re-emphasized the importance of assuring

a project’s 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 Governor’s initiative requires that the Department’s designers ascribe to
the precepts of the initiative and integrate them into the project development and design
processes. This must be done in such a way that resulting products reflect the Department’s
steadfast environmental ethic.
3-36 2017
Every attempt shall 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.
3.2.9.2 Types of Project Enhancements
There is 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 enhancement
can be in the form of a structure type or layout which may not be optimum from an
economic or a purely structural standpoint but is selected for superiority in combining
sensitivity to community setting or historic ambiance and maintenance of acceptable
operating standards. Examples are 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. Designers should be cautious with the
use of false structural facades, such as placing a truss in front of a girder span, to
replicate a historical detail. Such treatments usually result in a bridge that is neither
historical looking nor aesthetically pleasing. It is usually better to use an
architecturally pleasing form that does not try to imitate a historical detail.
The enhancement 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 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.
2017 3-37
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
NYSDOT bridges cross streams and rivers, some of which are prime fishing venues.
Parking areas for 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, sidewalks, shared-use paths
and other facilities must be designed so that pedestrian access route/accessible
route requirements under ADA are incorporated. The Designer shall consult the
Regional ADA Specialist.
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.
3.2.9.3 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, bikeways or
shared-use paths may require the acquisition of right of way and should be considered in
the project scoping stage. The structure selection due to enhancements can also require
acquisition of additional right of way. Structure type selection 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 enhancement’s initial cost when determining its
viability. The cost to maintain and inspect the facility should be considered and the
responsibility for maintenance as well as maintenance jurisdiction shall be clearly defined.
This is particularly important when facilities such as sidewalks or shared-use paths continue
off the bridge or when parking areas or overlooks are provided.
3.2.9.4 Summary
All NYSDOT projects shall reflect the Department’s environmental policies. It is the
designer’s responsibility to integrate best practices that consider environmental policies into
a project’s design characteristics. 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 Department’s number one
priority and any project enhancements must conform to that priority.
3-38 2017
3.2.10 Final Bridge Preliminary Plan
3.2.10.1 General
The Final Bridge Preliminary Plan defines, by means of drawings, the concepts of the
finished bridge. Refer to Appendix 3D for more detailed information. The following details
are used to define the bridge and its approaches.
 Plan View
 Elevation View including a section of the feature being crossed
 Transverse Bridge Section including the type of pier, where appropriate
 Profiles
 Typical Section(s) of the Bridge Approach(s)
These details and drawings will become the first sheets of the detailed contract documents
prepared for each new structure. (See Appendix 3E for a checklist.)
3.2.10.2 Format
The Bridge Preliminary Plan generally consists of at least two sheets. The following details
appear on each sheet.
Sheet 1
• Plan view of the finished structure with the general features of the existing bridge
shown dotted
• Full elevation view of the new structure
• Hydraulic Summary Table/Detour Opening Note
• Appropriate Highway Curve Data Table
• Preliminary Approval Signature Box
Sheet 2
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.
• Full Transverse Section of the New Structure (showing a pier type where appropriate)
• All necessary profiles with banking details
• A detailed banking diagram of the bridge deck if it is in transition
• 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.
• Typical Approach Section showing the approach slab, railing transition details, and
wingwall or retaining wall treatment where appropriate.
• Special elevation views to show the treatment of wingwalls, slopes, etc.(as required).
2017 3-39
3.2.11 Structure Justification Report
Each new and replacement structure requires the preparation of a Structure Justification
Report (SJR). 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
3F and detailed instructions are included in Appendix 3D, Subsection 2(b)(2). The report
shall 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 shall also be discussed. If a particular structure type is needed to satisfy
project specific requirements, such as aesthetics, then the designer shall justify the use of
that type in the Structure Justification Report. If the final choice was based on an economic
comparison, the supporting estimates shall be provided. Refer to Appendix 3D, Subsection
2(b)(3) for more information on developing preliminary cost estimates.
All Structure Justification Reports must contain a determination and statement whether or
not the structure is considered innovative or unusual. See Section 20.3.2.1 for criteria and
information on innovative and unusual bridges.
3.2.12 Hydraulic Justification Report
Each new and replacement structure over water, including those in a Design/Build project,
requires the preparation of a Hydraulic Justification Report (HJR). The report is prepared or
approved by the Hydraulic Engineering Unit, Regional Hydraulic Engineer, or Hydraulic
Engineer of Design/Build team and is signed and stamped prior to Preliminary Plan approval
by the Deputy Chief Engineer, Structures.
Major rehabilitations may require an HJR if the waterway area is being affected. Contact the
Hydraulic Engineering Unit or Regional Hydraulic Engineer to determine if an HJR is
necessary.
The report contains a brief description of the stream crossing and watershed, and any
existing ice or debris issues. A description of the existing structure and any hydraulic or
scour deficiencies is provided. The discussion of the proposed structure includes type,
material, alignment, dimensions and whether a temporary detour structure will be provided.
The hydraulic analysis is summarized and freeboard noted for both the Design flow (Q 50)
and Basic flow (Q100). Specific scour protection and hydraulic features are described.
When a hydraulic analysis is not required, as determined by the Hydraulic Engineering Unit,
then a statement shall be documented in the HJR that summarizes the reasons an analysis
is not needed.
3-40 2017
APPENDIX 3A
BRIDGE DATA SHEET PART 1 – FOR ALL STRUCTURES
NEW YORK STATE DEPARTMENT OF TRANSPORTATION
Approved By: , Regional Structures Engineer, Region Date:
(Approval should be via e-mail from the Regional Structures Engineer )
Site Data Package shall include the following:

a. PDF of Bridge Data Sheet Part 1 (includes Site Data Table) – Signed by RSE
b. PDF of Bridge Data Sheet Part 2 (if bridge is over waterway)
c. PDF of proposed plans (plan, section, profile)
d. Regional notes or preferences not covered by this Appendix
DESCRIPTION
PIN:
BIN:
Project Description:
PROJECT REQUIREMENTS
Minimum vertical clearance of Under Road:
Minimum horizontal clearance of Under Road:
Seismic Performance Criteria:
Railing Design Service Level:
Description of Work Zone Traffic Control (stage construction, on-site detour, off-site detour, etc):
Specify any utilities carried on the existing structure:
Specify any utilities on the proposed structure:

a. Size:
b. Number:
c. Type:
d. Indicate location, span capability, weight per lineal foot and amount of insulation:
Provide light standard locations and indicate size of conduit:
Provide sizes and weights of signs to be supported on the structure:
Specify any aesthetic, historic, or environmental requirements/concerns:
Specify any restrictions pertaining to Wetlands, Parklands, or Historical/Archeological areas:
MATERIALS TO BE SUBMITTED:
Submit costs for the following items which are to be assigned to the bridge share:
a. Utilities:
b. Work Zone Traffic Control:
c. Removal and disposal of existing bridge
i. Superstructure:
ii. Substructure:
d. Channel Work:
e. Detour Structure:
f. Special approach and transition work:
2017 3A-1
SITE DATA TABLE

(REQUIRED FOR ALL BRIDGES)
File Name Location – ProjectWise Folder
1.) MSTN SS4 Design File (dgn)
2.) Geometry Project (alg)
Feature Horizontal Vertical Superelevation
A.) Existing-Over N/A
“ Under N/A
“ Additional N/A
“ Additional N/A
B.) Proposed-Over
“ Under
“ Additional
“ Additional
C.) Detour
3.) Surface (dtm)
A.) Existing-Original Ground
B.) Existing-Original Bridge deck
File Name Model Location – ProjectWise Folder
4.) 2D/3D Base Mapping (dgn)
A.) Photogrammetry
B.) Survey
5.) Right of Way (ROW) File (dgn)
A.) Existing
B.) Proposed
6.) Utilities/Drainage File (dgn)
A.) Existing
B.) Proposed
7.) Baseline Survey File (dgn)
8.) Highway Plan/Work File (dgn)
9.) Bridge/Typical Sections (dgn)
10.) Typical Staging Section (dgn)
11.) Over-Profile/Superelev. (dgn)
12.) Under-Profile/Superelev (dgn)
13.) General Plan (dgn)
14.) Proposed Plan, Section, Profile (pdf)
15.) Roadway Design File (ird/rwl or
COR.dgn for SS4)
16.) Scoping Report (pdf)
17.) Design Approval Document (pdf)
18.) Record Plans File (pdf)
19.) Boring Log File (pdf)
WATERWAY SUPPLEMENT
File Name Model Location – ProjectWise Folder
20.) Hydraulic Data Files
A.) Plan Location and Orientation of
Stream Cross Sections
B.) Plot of Stream Cross Sections
C.) Stream Cross Section Data (text file
required)
D.) Hydraulic Assessment Form,
Appendix 3B (pdf)
Notes: Some data fields may be N/A (Not Applicable) or Pending.
See Appendix 3B for hydraulic survey and data requirements.
3A-2 2017
APPENDIX 3B
BRIDGE DATA SHEET PART 2 - HYDRAULIC ASSESSMENT FORM
NEW YORK STATE DEPARTMENT OF TRANSPORTATION
PIN: BIN:
SITE CONDITIONS AT EXISTING STRUCTURE

Existing Structure:
a. Length of span along center line of highway Describe: ____________
(Information is available from BDIS Report)
b. Skew angle Describe: ____________
c. Is the waterway area adequate during extreme high water?* Describe: ____________
d. Has scour occurred?* ________Describe: _____________________________________
Does erosion or deposition occur on bank or streambed or both?* _____Describe: ____________

Ice and Debris:
a. Does the waterway carry ice? _________ Light ______ Medium _____Heavy ______
b. What problems have been created by ice:
Blockage ________ Scour _________ Structure Damage __________
c. Does the waterway carry debris? _____ Light ______ Medium ____Heavy ________
d. What problems have been created by debris?
Blockage ______Scour _______ Structure Damage ________
Is there an existing dam, lake, or reservoir near the proposed structure? Describe: ________________
a. Location, type, and condition:
b. If there is a dam immediately adjacent to proposed structure, give
Describe: ________________
streambed elevations above and below the dam:*
Does the bridge cross a designated stream or river? (Recreational, Wild & Scenic) _________________
(Information is available thru ARCGIS Search)
Does the bridge cross a stream or river which is part of an Army Corps of Engineers Flood
Control Project?
(Contact RHE for any associated ACOE projects.)
If yes, Explain
Indicate any State or Federal Environmental Agency construction restrictions

Describe: _______________
on in-stream work times:**
Is there a flood insurance study at this location?* Describe: _______________
Estimated time duration of temporary detour structure: __________________________________________
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? ________
2017 3B-1
Was the high water affected by ice blockage?* Describe: _______________
Was the high water affected by debris blockage?* Describe: _______________
What is the ordinary water elevation:* _______________
What is the low water elevation:* _______________
What is the ordinary high water elevation:* _______________
Does stream or river reach high water rapidly?* Describe: _______________
Is the water recession rapid? Describe: _______________
Has water ever over topped the structure?* Describe: _______________
Has water ever over topped the structures approaches?* Describe: _______________
If so, to what elevation? What Date: _____________
Elevation of lowest under-clearance point of superstructure:* _______________
Size of drainage area above structure in square miles:* _______________
Estimated discharge in cubic feet per second:* _______________
State any objections to a pier in the stream: ______________________________
Describe character of surrounding terrain:
Miscellaneous:
NAVIGATION REQUIREMENTS
Does existing structure have navigation lights?
Is there tidal influence at the project location?**
Give size, type, and volume of marine traffic:
3B-2 2017
Bridge Data Sheet – Part 2
EXISTING UPSTREAM STRUCTURE
a. BIN: (Information is available from BDIS Report)

b. Carries:
c. Span measured along centerline of highway
d. Skew Angle:
e. Is the waterway area adequate during extreme high water?
f. Has scour occurred?
EXISTING DOWNSTREAM STRUCTURE
a. BIN: (Information is available from BDIS Report)

b. Carries:
c. Span measured along centerline of highway
d. Skew Angle:
e. Is the waterway area adequate during extreme high water?
f. Has scour occurred?
EXCEPTIONS TO THE MINIMUM HYDRAULIC DESIGN CRITERIA
Choose from below any exceptions to the Minimum Hydraulic Design Criteria per Section 3.2.3.1 of the
NYSDOT Bridge Manual:
 A minimum of 2’ of freeboard for the projected Q50 is desired for the proposed structure.
 The projected Q100 flow is desired to pass below the proposed low chord without touching it.
 The exposed width of pier perpendicular to flow shall not exceed ______ feet.
 Any structural element located within a zone of _____ x the scour depth shall require deep
foundations.
 Substructures located outside of the zone between stations _____ and _____ will not need to
satisfy 1st bullet of Section 3.2.6.3.1 of the NYSDOT Bridge Manual.
 The minimum spacing between pier columns measured perpendicular to flow shall not be less
than _____ x the scour depth.
 It is desirable to place the substructures outside of stations _____ and _____.
 Choose one:
o Debris accumulation is a concern at the proposed structure crossing.
o Debris accumulation is not a concern at the proposed structure crossing.
2017 3B-3
MATERIALS TO BE SUBMITTED:
PDF of the Bridge Data Sheet – Part 2
Required stream cross sections:

 Downstream of project bridge: 100’; 200’; 300’; 400’; 500’; 1000’; 2000’. For streams with
slopes flatter than 1 foot in 1000 feet, take an additional section 4000’ downstream.
 Upstream of project 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’. Where the bridge length
exceeds 1000’ the Hydraulic Engineering Unit shall be contacted for a recommendation for the
section location.
 Take sections at all structures (bridges, dams, etc. including the existing project bridge) within
the limits of the required cross sections listed above. If a lake or dam exists within 10 miles
downstream of the site, contact the Hydraulic Engineering Unit for guidance.
 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. Contact either the Regional
Hydraulic Engineer or the Main Office Hydraulic Unit for information.
 Sections should be at least 7 times the width of the low flow channel, and if possible, as wide
as the 100 year flood plain. In cases where the flood plain is very wide, shots should be taken
as far away from the stream bank as practical.
 All electronic cross section data, whether in Projectwise or not, must be reported from left to
right looking downstream starting with the farthest downstream section. Data must be reported
in an ASCII text file in 2 column format (station and elevation table with entries separated by
one tab). Acceptable file types for section data include .txt, .doc, .wpd or .xls but not PDF.
If any channel work is proposed, provide a profile of the existing stream channel and proposed stream
channel showing:
 P.V.I.'s and grades covering 500 feet upstream and 500 feet downstream from the centerline of
the proposed stream crossing.
 Existing ground elevations, approximate existing ground line (label contours.)
Channel cross sections at all bridges shall be taken at both the upstream and downstream faces of the
bridge. Sections shall include:
 Dimensions of bridge opening
 Elevations of stream bed, water surface, bottom of bridge superstructure, top of road and faces
of piers and abutments.
 Outline and dimension of piers and abutments with offsets and elevations at or near the face of
the project bridge.
 Type of stream bed material at bridge site: (silt; sandy silt; sand; sand and gravel; gravel;
rocks)
 Type of vegetation on overflow and type of stream bed.
Plan at 1”=50’, 1”=100’, or 1”=200’ scale with location and orientation of stream cross sections. PDF
format is acceptable for stream and cross section location and orientation plan.
1”=20’ (or other acceptable scale) plots of stream cross sections, looking downstream with offsets and
elevations. PDF format is acceptable for cross section plots.
* Check on available information from Regional Hydraulics Engineer or Maintenance Engineer.

** Check on available information from Regional Hydraulics Engineer or Environmental Unit
3B-4 2017
Appendix 3C
Project Monitor Sheet
Project Monitor
(Target Dates)
P.I.N.____________
HYDRAULIC DESIGN PHASE (6-7 MONTHS)

ANALYSIS
C. G. PERMIT
RECEIVE FINAL FDR RECOMMENDATION
TO REGION FOR REVIEW E. C. D

APPROVED PRELIMINARY PLAN
ADVANCE PRELIMINARY PLAN
75%
ADVANCE DETAIL PLAN
SITE DATA REVIEWED
SITE DATA RECEIVED
BEGIN FINAL DESIGN
COMPLETED P S & E
FINAL P S & E
30 DAYS 60 TO 90 DAYS 30 DAYS 30 DAYS 60 DAYS 30 DAYS
DATE
DATE
DATE
DATE
DATE
DATE
DATE
DATE
PRELIMINARY PLAN STAGE DESIGN AND DETAIL STAGE
PROGRAMMED ________________ CHECKED___________ ______________________________________

HYDRAULICS_________________ FOUNDATIONS________ ______________________________________
COMMENTS _____________________________________ ______________________________________
______________________________________ ______________________________________
______________________________________ ______________________________________
______________________________________ ______________________________________
______________________________________ ESTIMATED COMPLETION DATE (ECD)
2017 3C-1
Appendix 3D
Preliminary Plan Development Procedure
for New and Replacement Bridges
Introduction
The preparation of a Preliminary Structure Package (PSP) is the first step in preparing final
bridge plans for inclusion in a project PS&E package.
The Preliminary Structure Package presents in a clear and concise way, the intended bridge
design for the project. The proposed structure should be compatible with the overall site
conditions; that is, geometric, topographical, cultural, ecological, etc., and should be
consistent with the cost, scope, and schedule established in the Design Approval Document
for the project.
The importance of the Preliminary Structure Package should not be minimized. The
Preliminary Structure Package provides interested parties both within and outside the
Department an opportunity to understand the project’s scope of work. The clearer the
Preliminary Structure Package, the clearer that understanding will be, and the more relevant
review comments will be. A well developed Preliminary Structure Package presents a
structure that will be safe, economical, constructible, and consistent with the stated objectives
and requirements of the project.
To facilitate the communication between the various groups, within and outside the
Department, In-Progress Technical Reviews are preformed at the various milestones
throughout the development of the Preliminary Structure Package. The Technical Reviews
ensure that the structural solution being developed is consistent with the scope of the project,
is technically and economically appropriate for the site conditions and restrictions that have
been identified. These reviews are conducted to gain a consensus among Regional and Main
Office Functional Groups and various affected groups outside the Department. It should also
include the Consultant whose work for the Department is impacted by the proposed bridge
work. The Technical Reviews shall take place regardless of the designer, since the reviews
provide an early evaluation of possible construction, inspection and future maintenance
issues.
The following is a step-by-step procedure for developing a Preliminary Structure Package.
While specifics of the project may result in a slight reordering of the steps presented, all the
steps should be included in the development.
2017 3D-1
STEPS IN THE PRELIMINARY PLAN PROCESS:

NEW OR REPLACEMENT STRUCTURES
1. Collect Support Data
a. Design Approval Document (DAD)
The DAD provides the latest project definition.
b. Bridge Site Data Package
The Region or Consultant assembles a Bridge Site Data Package in

accordance with Section 3.2.2 – Site Data and Appendices 3A and 3B, when
applicable, for each bridge in a project. The package provides the designer
with the information required to select an appropriate structure for a specific
site. It provides the Hydraulics Engineer with the data necessary to perform a
hydraulic analysis. It also defines any outside agency involvement such as
utility companies, the Department of Environmental Conservation, and the
United States Coast Guard.
The Bridge Site Data Package, prepared by the Region or Consultant shall be
reviewed and approved by the Regional Structures Engineer.
When the Office of Structures is the bridge designer, a complete Bridge Site
Data Package for each structure shall be submitted by the Regional Structures
Engineer to the Office of Structures’ - Structures Design Bureau.
When the Region or a Consultant is the bridge designer, a complete Bridge

Site Data Package shall be submitted by the Regional Structures Engineer to
the Office of Structures’- Structures Design Quality Bureau.
One electronic copy of the completed Bridge Site Data Package shall be
submitted by the Regional Structures Engineer to the Office of Technical
Services’ – Geotechnical Engineering Bureau.
One electronic copy of the complete Bridge Site Data Package shall be
submitted by the Regional Structures Engineer to the Hydraulics Engineer. The
Hydraulics Engineer may be the Office of Structures’ Hydraulic Engineering
Unit, the Regional Hydraulics Engineer or a Consultant.
3D-2 2017
Preliminary Plan Development
2. Develop the Preliminary Structure Study Package
The development of the Preliminary Structure Package can be broken down into the
following three phases:
a. Prepare Structure Study Package (SSP)
The Structure Study Package (SSP) has also been referred to as the “40%
preliminary” or “size, type and location”. Its purpose is 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. Depending on the complexity
of the project this phase of the development of the Preliminary Structure Plan
Package may be formal (actual submission of plans and supporting
documentation) or informal (phone conversation, emails or sketches). The
size, type, and location/orientation of the structure are the major items
investigated and reviewed at this point in the process. For a typical structure,
a Structure Study Package should include the following information:
 Plan view:
Horizontal alignments for all existing and proposed features.
Existing substructure locations and span lengths.
Proposed substructure locations and span lengths (approximate).
Proposed wingwall configuration (flared, inline, u-wall).
Existing contours.
Existing and proposed boring locations.
Existing and proposed Right-of-Way (ROW).
 Elevation view:
Feature crossed.
Minimum horizontal clearances.
Minimum vertical clearances or freeboard.
 Transverse Sections:
Typical highway section.
Typical approach section.
Proposed bridge section (including utility locations if applicable).
Proposed staging sections (if applicable).
 Profile and banking diagrams of all roads and/or railroads.
 As-built bridge plans.
 Structure Selection Table spreadsheet.
 A brief description of the feasible solutions meeting the project’s goals
and objectives (forms the basis of the Structures Justification Report).
For Regional and Consultant designed projects the completed Structure Study
Package shall be submitted by the Region to the Office of Structures’ –
Structures Design Quality Bureau, Office of Technical Services – Geotechnical
Engineering Bureau and the Hydraulics group responsible for the hydraulic
analysis for a Technical Progress Review. The review is a conceptual review
of the feasible solutions assuring the solutions meet the project’s goals and
objectives. All groups receiving the Structure Study Package shall prepare and
return their comments to the Region for comment resolution.
2017 3D-3
b. Prepare the Preliminary Plan Package
i. Prepare the Preliminary Structure Plans
The Preliminary Structure Plans are developed from the Structure

Study Plans, considering the comments generated from the review of
the Structure Study Package. The Preliminary Structure Plans should
present a more complete picture of the proposed bridge project and
the work to be accomplished. For minimum requirements see –
Appendix 3E
ii. Prepare Draft Structure Justification Report (SJR)
The Structure Justification Report documents the decisions that were

made determining why the structure (size, type and
location/orientation) presented in the Structure Study Plan was
selected. It should not discuss the reasons why the replacement option
was selected over rehabilitation option (or vice versa), that decision
was made and documented in the Design Approval Document.
An SJR template which facilitates the report preparation is available

for use by the project designer in Appendix 3F. An electronic template
is produced from the Structure Selection Table spreadsheet (included
in Appendix 3G and available at the Office of Structures’ website) and
includes a summary of viable alternatives, their scores based on the
selection criteria, structure depths, and estimated construction costs.
The "Evaluation of Alternatives" portion of the form should include, but
not limited to, a discussion of the following factors to the extent they
affect the type of structure selected:
 A determination whether the structure is innovative or unusual

 Superstructure type, configuration, materials
 Substructure type
 Any Hydraulic issues that dictate the type or configuration of the
structure
 Any Railroad issues that dictate the type or configuration of the
structure
 ROW constraints
 Work Zone Traffic control requirements
 Utilities
 Design exceptions due to nonstandard features (e.g., sag curve
and crest curve)
 Subsurface soil conditions, type of foundation, and type of
temporary sheet piling/lagging system (if required)
 Any special features (e.g., aesthetic treatments)
 Anticipated construction issues
3D-4 2017
 Construction cost estimates

 Reasons for barrier/railing type selected
 Structure alternatives eliminated from selection with construction
cost estimates
 Reasons for alternative selected with associated construction
cost estimates
iii. Prepare the Preliminary Cost Estimate

The Office of Structures has developed a preliminary bridge estimating
tool called the Preliminary Cost Estimate Worksheet. It uses a cost
estimate methodology based on shoulder break area. The shoulder
break methodology is advantageous for use early in a project’s
development, when bridge characteristics, such as abutment heights
and locations, are not known. This methodology provides reasonable
compensation for positioning abutments anywhere within the shoulder
break length. This 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, can be
obtained from the Department website:
https://www.dot.ny.gov/divisions/engineering/structures/manuals/preli
minary-cost
The preliminary estimate can also be determined through the
development of an itemized estimate using the Bid History data
provided in the NYSDOT Pay Item Catalog which can be obtained from
the Department website:
https://www.dot.ny.gov/pic
iv. Establish Hydraulic Criteria (for waterway crossing only)

For bridge projects over water, the designated hydraulics engineer, the
Office of Structures Hydraulic Engineering 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 shall 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 shall
also be provided.
The hydraulic engineer shall also provide the project specific hydraulic
design criteria included in Appendix 3B, Bridge Data Sheet – Part 2,
Hydraulic Assessment Form.
2017 3D-5
v. Perform In-progress Technical Review
An In-Progress Technical Review is performed at this step in the

development by both Main Office and Regional functional group to
ensure that the structural solution being developed is consistent with
the scope of the project, is technically and economically appropriate
for the site conditions and addresses any restrictions that were
identified in the DAD.
The review of the Preliminary Plan Package shall be conducted to

gain a consensus among affected Regional Groups, the Office of
Structures, and the Office of Technical Services - Geotechnical
Engineering Bureau. The review shall also include any Consultant
whose work for the Department is impacted by the proposed bridge
work.
The importance of this review can not be over emphasized. It ensures

that the proposed structure satisfactorily meets project’s objectives
and requirements and provides another opportunity for the
Geotechnical Group responsible for the structure foundation
recommendation to further evaluate the proposed type of
structure, the need for any temporary/permanent sheet piling/
lagging system and identify possible foundation problems and
alternatives. The review also allows the Geotechnical Engineering
Group to determine if additional subsurface exploration is warranted
(e.g., additional or deeper soil borings, additional rock cores or
probes). The Geotechnical Engineering Group responsible for the
structure foundation recommendation shall prepare and issue a
Preliminary Foundation Recommendation memorandum along with
their review comments.
The Project Manager Shall compile the comments received from the
various Main Office and Regional functional groups. The Project
Manager shall prepare and distribute a comment resolution memo to
the various functional groups.
c. Finalize and Submit the Preliminary Structure Package for Approval
i. Revise the Preliminary Structure Package
If necessary, the Preliminary Structure Package shall be revised to

reflect any changes resulting from the technical review and/or from
any new information.
3D-6 2017
ii. Prepare the Hydraulic Justification Report (for waterway crossing only)
The Hydraulic Engineer shall prepare a Hydraulic Justification Report.

The Hydraulic Justification Report shall be appended to the Structure
Justification Report.
iii. Complete Preliminary Plan Checklist
See Appendix 3E for the checklist.
iv. Compile and Submit Preliminary Structure Package for Approval
A completed Preliminary Structure Package consists of:
• Preliminary Structure Plans.

• A signed Structure Justification Report and a signed and
stamped Hydraulic Justification Report.
• Preliminary Foundation Recommendation memorandum.
• Preliminary Cost Estimate.
• Completed Preliminary Plan Checklist.
• Comment Resolution Memo
For Regional and Consultant designed projects the completed

Preliminary Structure Package shall be submitted to the Office of
Structures’ – Structures Design Quality Bureau. The Office of
Structures’ – Structures Design Quality Bureau shall perform a final
technical review. If no further revisions are required, the Preliminary
Structure Package will be submitted to the Deputy Chief Engineer
Structures (D.C.E.S.) for approval. If revisions are required, the
Preliminary Structure Package will be returned for comment
resolution.
If the Office of Structures is the bridge designer the completed

Preliminary Structure Package shall be submitted to the Office of
Structures’ – Design Bureau. The Office of Structures’ – Design
Bureau shall perform a final technical review. If no further revisions
are required, the Preliminary Structure Package will be submitted to
the Deputy Chief Engineer Structures (D.C.E.S.) for approval. If
revisions are required, the Preliminary Structure Plan Package will be
returned for comment resolution.
Occasionally, the Preliminary Structure Package will be approved with

minor comments. These minor comments may include changes to
notes or minor detail changes (e.g. wingwall skew angle). These
minor changes shall be incorporated into the Final Plans.
2017 3D-7
3. Distribution of the Approved Preliminary Structure Plan Package
a. Distribution within the Department

After approval by the D.C.E.S., the Approved Preliminary Structure Package
shall be posted to ProjectWise. The following groups shall be notified by email
indicating the location of Approved Preliminary Structure Package in
ProjectWise by the Office of Structures. Organizations without access to
ProjectWise shall receive pdf file(s):
 Region
 Office of Structures’ - Structural Engineering Services Bureau’s
 Construction Support/Bridge Foundation Unit - (all projects)
 Concrete Engineering Unit - (projects utilizing precast concrete
bridge elements)
 Metals Engineering Unit - (projects utilizing steel elements)
 Office of Technical Services’
 Geotechnical Engineering Bureau - (all projects)
 Office of Design’s
 Design Services Bureau - (projects involving railroads or when the
Design Services Bureau is doing the highway design)
 Consultant Management Bureau - (when involved the Consultant
Manager will forward the Approved Preliminary Structure Plan
Package to the Consultant)
 NYS Thruway Authority/Canal Division (when involved)
 FHWA – Consult Chapter 4 of the Project Development Manual.
b. Distribution Outside the Department
After receipt of the Approved Preliminary Plan Package, the Region shall make
the following distribution:
 DEC - (when involved).

 State Historic Preservation Officer (SHPO) - When involved.
 Utility Companies - When involved.
 Local Officials - When involved.
4. Revisions to an Approved Preliminary Structure Plan Package
The Approved Preliminary Structure Package is an approved design document.

Therefore, any significant changes made to the Preliminary Structure Package after
"Approval" by the Deputy Chief Engineer Structures (D.C.E.S.) shall be made only with
concurrence of the D.C.E.S. However, the Preliminary Structure Package does not
need to be revised for minor changes as the project progresses through final design.
3D-8 2017
2017
Distribution of Approved
Hydraulic Hydraulic Prelim. Struc. Package
Hydraulic (Internal and External)
Analysis Summary & Justification
Table Report See BM -Section 3 -
Appendix 3D-3
Site Data
Complete
Prepare Prelim. Struc. Prepare
Collect Perform an Preform an Preliminary
Structure Package** Advance
Support In-Progress In-Progress Plan
Study Incorporating Detail
Data Tech. Review Tech. Review Approval
Package* SSP Plans
comments
* For SSP requirements
see BM – Section 3 –
Appendix 3D-2a ** For PSP requirements
See BM – Section 3 –
Appendix 3D-2b
Design
Approval Preliminary Foundation Design
Foundation Requirements
Recommendations (FDR)
Report ***
PRELIMINARY BRIDGE PLAN DEVELOPMENT FLOW CHART

NEW AND REPLACEMENT BRIDGE PROJECTS
This flow chart is the same, regardless of designer and/or hydraulic engineer
* The FDR may or may not be finalized prior to the ADP’s. At the ADP stage the designer should at least have
an interim report
3D-9
2017 3D-9
In-House Preliminary Bridge Plan Preparation Sequence
Site Data Received &

○ SDB assures completeness and
Reviewed by
conformance to Design Criteria
SDB
○ SDB Designer initiates contact represented in the project’s
with various units and Design Approval Document.
organizations to assure ○ SDB identifies any physical or
awareness of the proposed environmental characteristics
project. that may influence the size, type
SDB Coordinates with;
○ SDB, in consultation with the or location of the proposed
GEB, Bridge
Bridge Foundation Unit and structure.
Foundation Unit,
GEB, attempts to verify the ○ SDB maintains communication
Hydraulics,
adequacy of the existing with the Region to assure timely
Coast Guard, Railroad
subsurface information or the site data submissions.
need for additional borings.
Develop Structure Study

Design Decision
Package
(Director/Asst Dir SDB)
(See NYSDOT Bridge
Manual –
Appendix 3D 2a & 2b)
In-Progress Technical Review
Two Copies:
 RDE - att: RSE.
 GEB – cc: Bridge Foundation Unit;
Layout & Design by  Concrete Eng. Unit (Precast Only);
SDB  Hydraulic Engineering Unit (for bridges over water);
 Highway & Railroad Design Section of the DSB if joint design with
DSB;
 Rail Agreement Section of DSB if RR project;
 Consultant if joint Design with Consultant
One Copy:
 Director/Asst. Dir. SDB.
Incorporate comments and prepare

Final Preliminary Plan Package (See
NYSDOT Bridge Manual –
Appendix 3D 2c)
Abbreviations Submit for “Approval”:

D.C.E.S. – Deputy Chief Through:
Engineer Structures Asst. Dir. SDB →Dir. SDB
To: DCES for Approval
GEB – Geotechnical
Engineering Bureau
DSB – Design Services ○ SDB maintains a

SDB Distributes database that
Bureau SDB enters project into Preliminary Plan database contains both
and distributes basic and unusual
RDE – Regional Design Two Copies:
Engineer project features,
RDE - att. RSE; and allows
Rail Agreements Section of DSB, if RR Project “sorting” for future
RSE – Regional Structures One Copy:
Engineer GEB – cc: Bridge Foundation Unit; reference.
Highway & RR Design Section of DSB, if joint
SDB – Structures Design design with DSB ;
Bureau
Consultant Engineering firm, if joint design with
Consultant
3D-10 2017
Appendix 3E
Structures Preliminary Plan Checklist
Scales indicated are suggested scales to be used by detailers based on 11” x 17” sheets.
Drawings should provide as much detail as possible and be fully dimensioned. The drawings
shall not display a numeric scale or scale bar except where specifically indicated in this
checklist.
PLAN (Scale 1” = 40’, but may vary)
□ Show Scale Bar.
□ Orient with over road up station to the right and centerline at horizontal, when
possible.
□ North arrow.
□ Indicate and identify appropriate base lines, TGLs, PORs, centerlines and station
lines, with stations for over roadway, stream or railroad.
□ Indicate Base Line points and label accordingly.
□ Indicate azimuths for 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).
□ Indicate equality stations for intersections of over road, with road, stream or railroad
below.
□ Indicate contours on the appropriate CADD level. Emphasize index contours of 0 and
5 and show other contours in 2 feet increments for steep terrain and 1 foot for flat
terrain.
□ Indicate existing topography. Label features to remain and indicate disposition of

existing structures.
□ Indicate and identify existing substructure and superstructure in dashed lines and
indicate whether it is to remain or be removed.
□ Indicate and identify destinations and directions for vehicular and rail traffic.
□ 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).
2017 3E-1
□ For curved structures, provide the centerline of bearing azimuths for all
substructures.
□ Identify the point at which minimum vertical clearance occurs.
□ Identify minimum horizontal clearance to piers or abutments where critical.
□ Identify span lengths and out-to-out bridge width.
□ Indicate and identify lane, shoulder, shoulder break and mall widths on approaches
for over and under roads.
□ Indicate borings by standard symbol and identify.
□ Indicate and identify slope protection and extent of placement.
□ Indicate and identify gutter details, where necessary.
□ Indicate and identify utilities, lighting standards or signs on the structure, where
appropriate.
□ Indicate and identify face of approach and bridge rail and/or barrier.
□ Tie structure down by centerline of bearing station or by clearance distance to

substructure.
□ Indicate section marks for Elevation View.
□ If a temporary detour is to be constructed in the vicinity of the structure, show

centerline of alignment and appropriate details including width.
□ For Stream Structures:
a. Indicate and identify theoretical channel width as solid lines.

or
b. Indicate and identify proposed channel width, alignment 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.
e. Indicate spur dikes, if necessary.
□ Indicate hydraulic information in standard table and include detour structure note with
type, size and loading.
□ Show maintenance note for railroad structures, if available. Obtain from Rail
Agreements Section in Design Quality Assurance Bureau.
□ Indicate angle of wingwalls.
□ Indicate existing and proposed ROW and Easements as necessary and if available.
3E-2 2017
ELEVATION (Scale 1” = 20’ or 1” = 40’, but may vary)
□ Scale Bar
□ Position immediately beneath the plan.
□ Indicate elevation of structure along fascia, looking parallel to highway. May be

projected down if the scale is the same.
□ Indicate and identify appropriate existing ground line (show dashed where changing,
solid where there is no change).
□ Indicate and identify datum elevation line.
□ Indicate and identify fixed and expansion bearings, if applicable.
□ Identify embankment slopes.
□ Indicate approximate existing and proposed footing locations and elevations.

Show piles if required.
□ Indicate and identify any architectural treatment on abutment and walls.
□ Indicate and identify over road highway approach railing and bridge railing/barrier.
□ Indicate and identify existing and proposed pipes and utilities, where appropriate.
□ For structures over highways:
a. Indicate section but not dimensions of under roadway. Identify as existing,

proposed, and future.
b. Indicate and identify ℄ or H.C.L., station line, T.G.L. and point of rotation
(P.O.R.) 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.
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.
□ 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.
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.
2017 3E-3
f. Indicate stone fill at piers where required, i.e., around the footing, inside the
cofferdam, etc.
g. Provide navigation channel dimensions.
h. Show pier impact protection details and locations of rub rails or dock fenders,
where appropriate.
□ 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 centerline of track to face of multi-columned pier is less than
25’ indicate a crash wall (unless railroad has waived this requirement).
d. Indicate minimum horizontal clearance dimensions from ℄ of track to nearest
substructure on each side.
TYPICAL BRIDGE SECTION (Scale 1” = 10’ or 1” = 20’)
□ Orient looking upstation.
□ Indicate widths and identify lanes, shoulders, sidewalks, medians, tapers, auxiliary
lanes and all other elements carried on the structure and show cross slopes.
□ Indicate and identify ℄ or H.C.L., T.G.L., station line and P.O.R.
□ Identify slab depth and description (9½” monolithic bridge slab), or type and
thickness of wearing surface (6” minimum on adjacent prestress concrete sections).
□ Indicate and identify railing, barrier and curb type and height.
□ Indicate and identify prestressed concrete beams, steel stringers or other types.
□ Indicate that size and spacing of beams/girders are to be determined by designer.
□ Indicate and identify utilities and conduits.
□ Indicate configuration of pier.
STAGE CONSTRUCTION SECTION (Scale, as required)
□ Existing and proposed sections for each stage
□ Identify removal (dashed) and new construction
□ Temporary (dashed) and permanent railing or barriers
□ Temporary lane widths, sidewalks and shoulders/offsets
□ Cross slopes may be omitted due to space constraints
□ Concrete closure placement location and width
3E-4 2017
□ Horizontal relationship of cut and build lines to ℄ or HCL
□ Vertical relationship between existing and proposed must be shown accurately
□ Stage Construction Notes that describe the construction sequence
□ Curb type and height
□ ℄ or HCL, station line, TGL, and point of rotation
□ Any required temporary support
□ A Staging Plan View may be needed to convey staging strategy
TYPICAL HIGHWAY SECTION (Scale 1” = 10’ or 1” = 20’, same as other sections)
□ Indicate and identify ℄ or H.C.L., T.G.L., station line and P.O.R..
□ Indicate and identify pavement and shoulder types. Do not include item #’s or
thicknesses.
□ Indicate and identify ditch details and embankment or cut slopes.
□ If section is different at each end of structure a section should be shown for each
side.
TYPICAL APPROACH SECTION (Scale 1” = 10’ or 1” = 20’, same as other sections)
□ Indicate and identify ℄ or H.C.L., T.G.L., station line and P.O.R..
□ Indicate width and thickness of reinforced concrete approach slab.
□ Indicate and identify ditch details and embankment or cut slopes.
□ Show U-walls, if applicable.

□ If section is different at each end of structure a section should be shown for each
side.
2017 3E-5
PROFILES (exaggerate scale: 5 horizontal to 1 vertical)
For each over road, under road, railroad and relocated stream, provide the following as
appropriate:
□ Indicate profile data on each side of structure, or elevations where existing pavement
is met.
□ Show PVI station and elevation, length of vertical curve, middle ordinate and sight
distance (SSD or HSD).
□ Indicate grades on each side of all PVI with correct signs.
□ Indicate datum elevation line with stations, approximate existing ground line, final
T.G.L., and equality points.
□ Locate structure by indicating embankment end slopes and superstructure and

include the equality points.
□ Indicate stations of superelevation transitions, direction and percent of slope.
□ 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.
□ For stream relocation identify T.G.L. as bottom of dish.
□ If significant superelevation transition occurs on the structure and/or approaches also

show an Expanded Banking Diagram detail. See Figure 2.12.
3E-6 2017
GENERAL
□ Check that widths of roadways and superelevation agree with the design approval
document and design speeds.
□ Check that all horizontal clearances are acceptable according to Section 2.
□ Indicate any datum correction note on the plan sheet.
□ 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:
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
□ Complete the hydraulic information for the standard table. Include the required
opening size of any temporary structure and the required design load.
(See Section 3.2.3.2 for the format).
□ Design Live Load Note for Temporary Structures.
2017 3E-7
Appendix 3F
Structure Justification Report
STRUCTURE JUSTIFICATION REPORT
TITLE: DESIGN APPROVAL:

PIN: SITE DATA RECEIVED:
BIN: ADVANCED PRELIMINARY:
COUNTY: PS&E DATE:
DATE:
EXISTING AND PROPOSED BRIDGE DATA:
EXISTING PROPOSED
YEAR BUILT:
NO. OF SPANS:
SPAN LENGTH:
WIDTH:
SUPERSTRUCTURE:
SUBSTRUCTURE:
SKEW:
W.Z.T.C.:
UTILITIES:
ASBESTOS:
SLOPE PROTECTION:
PROJECT AND SITE CONDITIONS:
INNOVATIVE OR UNUSUAL FEATURES:
2017 3F-1
REINFORCEMENT BAR LISTS:

Select one of the following statements to include in the SJR and delete the remaining option that is
not relevant to the project.
This project will not provide bar lists for substructures or slabs. The responsibility for creating the
bar lists will be designated to the Contractor by way of Special Specifications or a note on the
Contract Plans.
This project will provide bar lists for substructures and slabs. The Designer will be responsible for
creating all necessary bar lists and including them on the Contract Plans.
EVALUATION OF ALTERNATIVES:
VIABLE ALTERNATIVES
Based on the attached structure type selection table, the following summary lists the top scoring
structure types based on geometry, constructability, and durability that also satisfy the allowable
structure depth requirements. A cost analysis was performed for the viable alternatives and the
results are shown below.
ALLOWABLE STRUCTURE DEPTH: feet
SUMMARY OF VIABLE ALTERNATIVES

TOTAL STRUCTURE CONSTRUCTION
STRUCTURE TYPE SCORE DEPTH * COST
*For arch structures, the structure depth shown is an equivalent depth based on hydraulic opening.
IMPORTANCE FACTORS
PREFERRED ALTERNATIVE
SIGNATURE: DATE:
3F-2 2017
Appendix 3G
Structure Selection Table Instructions
DESCRIPTION
This spreadsheet is a tool that will aid the Designer in quantifying and justifying the superstructure
type that is selected for a given project. The selection is based on span length, specific projects
needs (geometry, constructability, durability and inspection) and overall construction cost. The
structure selection criteria are detailed in Section 3.2.5.1 of the NYSDOT Bridge Manual. This
spreadsheet analysis is only applicable to highway bridges and does not accommodate the needs
of pedestrian or railroad structures. If a particular structure type is needed to satisfy project
specific requirements, such as aesthetics, then it is not necessary to perform a structure type
alternative analysis using this spreadsheet. However, the Designer shall justify the use of the
chosen structure type in the Structure Justification Report.
This spreadsheet includes the following tabs:

1. Instructions
2. Score Sheet
3. Structure Justification Report (SJR) Summary
On the Score Sheet tab, any cell that is shaded gray is a Designer input, all other cells are not
available to the Designer for editing.
The SJR Summary tab is pre-populated by some of the data entered in the Score Sheet tab.
However, the remaining fields are to be input by the Designer.
SKEW ANGLE
First, the Designer shall input the skew angle in degrees for the superstructure. Skew angle limits
are defined for various superstructure types per Section 3.2.5.1.1 of the NYSDOT Bridge Manual.
Any superstructure type that is not within the allowable skew limit will not be considered as a viable
structure type alternative.
SPAN LENGTH
Next, the Designer shall input the span length for the superstructure. Each superstructure type has
a defined begin and end span range. Any structure type that is not within the allowable span range
will not be considered unless the user defines a specific span override for that structure type. The
span override feature is shown as a gray shaded column. The Designer enters "YES" for the
spreadsheet to consider that structure type even though the span length exceeds the allowable
span range. If the Designer chooses the structure type with a span override, then exceeding the
allowable span range must be justified in the SJR. This spreadsheet analysis only covers span
lengths up to 500 ft. Any span length above this will require a separate alternative analysis and
justification in the SJR.
2017 3G-1
SCORING SYSTEM
Each superstructure type is ranked using a scoring system generated by the spreadsheet. The
scores are broken down by selection criteria. Each superstructure is assigned a score based on its
performance within those criteria. For example, a steel superstructure type rates higher for the
Vertical Curve criteria as opposed to a prestressed beam. This is due to the fact that the camber
of a steel beam can be fabricated and controlled with greater accuracy for the vertical curve
correction while a prestressed beam must have a variable haunch or use a variable depth
superstructure slab, which can result in unpredictable camber, additional dead load and
construction cost. The scores (rated 1-low through 5-high) are predetermined and are not an
editable field for the Designer. There is the opportunity for the Designer to create their own User
Defined Criteria in which case the Designer would assign a rating of 1 (low) through 5 (high) to the
structure types under consideration. Examples of appropriate User Defined Criteria include the
following: aesthetic requirements, potential for impact damage, specific finishes (weathering steel,
painted steel, stained concrete, etc), environmental considerations, falsework locations for
superstructure erection, and more.
IMPORTANCE FACTORS
Each selection criteria is also assigned an importance factor. The spreadsheet will provide default
factors to use as a starting point, but the Designer will have the opportunity to modify these factors
based on specific project needs. These importance factors are multiplied by the score (1-low
through 5-high) prior to calculating the category subtotals. For example, if the project has a steep
vertical curve and is a significant geometry concern, then the importance factor can be increased
to highlight the superstructure types that score well for that criteria. Any user defined criteria will
also need an importance factor assigned to them. See Table 3-5 in the NYSDOT Bridge Manual
for recommended importance factors. Any selection criteria that is not applicable or is not a
deciding factor shall be assigned an important factor of zero. This will ensure that the scores for
the superstructure types are accurately representative of the project conditions.
STRUCTURE SELECTION
Once all of the importance factors are customized for specific project needs, including any
aesthetic or environmental needs, the spreadsheet Totals shall be sorted to yield the highest
scoring superstructure types. Any superstructure type that meets the structure depth, span length,
and skew angle requirements and is also within 20% of the highest score shall undergo a cost
analysis to determine the most suitable structure type. Any structure type chosen must be justified.
The top scoring alternative may not be the best solution and engineering judgment must be applied
when conducting the cost analysis and making the final structure type selection. Documentation of
this process (scoring table, cost analysis, and justification) shall be included in the SJR.
To utilize the SJR Summary tab in the spreadsheet, the Designer must check the “Auto-Sort Total
Score” box on the Score Sheet tab. This will pre-populate the Summary of Viable Alternatives
based on the highest scoring viable alternatives and other information entered on the Score Sheet
tab.
3G-2 2017
Structure Selection Table Instructions
2017 3G-3
Section 4
Structure Excavation, Sheeting and Cofferdams
4.1 Structure Excavation Protection and Support
The designer shall become familiar with the appropriate specifications in the most current
version of the Standard Specifications for Construction and Materials. The following
guidelines shall in no way supersede the specifications. The intent of these guidelines is to
explain the differences between the types of systems that are used to support excavations
and those used to protect the workers and to identify:
 When are they used?

 Who is responsible for the design?
 What is to be shown on the Plans?
This section is intended to provide guidance on the commonly used excavation items in
bridge construction. Users shall refer to Chapter 9 of the Highway Design Manual (HDM) for
requirements on excavation protection systems for trench and culvert excavations.
These guidelines conform to OSHA definitions, which differentiate between a support

system as being a "structure . . . which provides support to an adjacent structure,
underground installation, or the sides of an excavation" and a protective system, which
protects workers from cave-ins. "Protective systems include support systems, sloping and
benching systems, shield systems, and other systems that provide the necessary
protection."
The designer’s responsibility in designing excavations is to provide support of the roadway

and adjacent structures and utilities. The Constructor’s responsibility in performing
excavations is to provide protection for the workers from cave-ins.
It is assumed that designers are familiar with the design procedures necessary to do the
designs. If, however, geotechnical design assistance is needed, except for design-build
projects, refer to "Geotechnical Design Procedure for Flexible Wall Systems" GDP-11 or
contact the appropriate Departmental Geotechnical Engineer.
If support or protective systems are used in the vicinity of a railroad right-of-way, special
requirements are usually necessary. Contact the appropriate Railroad Liaison for additional
information. (See Chapter 23 of the Highway Design Manual.)
Protection for employees working in an excavation shall be provided except when:
 The excavation is made entirely in stable rock; or

 The excavation is less than 5 feet deep and an examination of the ground by a
competent person gives no indication of a potential cave-in.
2017 4-1
For excavations less than 5 feet in depth, only the excavation items need to be shown on
the plans. OSHA regulations do not require any special steps be taken regarding worker
protection.
For excavation depths from 5 feet through 20 feet, one of the following scenarios shall be
used:
1. If there is no encumbrance with elements which would require support (e.g.

traffic lane, underground utilities, structures or their foundations, or the
existing right of way etc.) within a safe slope that meets OSHA guidelines
(typically: 1 vertical to 1.5 horizontal) measured from the bottom of the
excavation to existing ground, it is considered to be in compliance with OSHA
regulations that cover worker protection. In this case, only excavation and
backfill items need to be specified and the cost estimate shall be based on
the payment lines shown on the plans.
2. If there is interference within a safe slope that meets OSHA guidelines

(typically the 1 vertical and 1.5 horizontal) but vibrations are minor and
repairable subsidence is not considered to be a problem, and there is no
interference at least 10 ft. from edge of excavation, then a steeper slope of up
to 1 vertical to 1 horizontal may be used, if approved by the Regional
Geotechnical Engineer or Geotechnical Engineering Bureau. The cost
estimate shall be based on the payment lines shown on the plans.
3. If 1 or 2 above cannot be satisfied, an appropriate support system is required

and shall be designed and detailed on the contract drawings.
For excavations greater than 20 feet, a support system or slope lay back must be site
specifically designed and detailed on the contract plans. If a slope lay back is feasible as
determined by the Regional Geotechnical Engineer or Geotechnical Engineering Bureau, it
shall be designed and detailed on the plans and serve as a support system, and the cost
estimate shall be based on the payment lines shown on the plans. A support system shall
be designed and specified (i.e., a sheeting item or soldier pile and lagging wall to provide
for worker protection where a designed slope lay back is not feasible.
See the BD-EE series for appropriate excavation and embankment details and item
numbers.
4.2 Unclassified Excavation and Disposal
This is a general excavation Item (203.02 to remove material not provided for in another
Item. Typically, this involves large excavations using large equipment. No special care, other
than reaching grade, is required.
No provisions for a support system are included in this item. Additional items for support or
protective systems must be added, as necessary, for support of the excavation or to protect
workers.
4-2 2017
4.3 Structure, Trench and Culvert, and Conduit Excavation
The Structure Excavation Item (206.01) provides a small, neat excavation using smaller
equipment. The Trench and Culvert Item (206.0201) provide a neat excavation in a confined
space; typically for pipe or culvert excavations. The Conduit Excavation Item (206.03) also
provides a neat excavation in a confined space; typically for conduit or direct buried cable
excavations. For all Items, special care is required to provide an excavation with an
undisturbed bottom.
The following information is to be shown on the Contract Plans:
 Location
 Typical sections showing payment lines.
4.4 Removal of Substructures
This item (202.19) is used only to remove concrete and masonry. If excavation is needed to
remove the substructure, the excavation shall be shown and paid for under the Structure
Excavation Item (206.01). Item 202.19 is used to partially or fully remove stone or concrete
substructures that are not to be repaired or altered and reused.
4.5 Shields and Shoring
This item (552.17) should be used for Trench and Culvert excavations greater than 5 feet
and less than 20 feet in depth. It provides temporary worker protection where vibration or
minor repairable subsidence is not considered a problem. A table must be shown on the
contract plans indicating where Shields & Shoring is proposed for use. This item should not
be used when support for an adjacent structure or underground installation is necessary, or
when traffic is to be maintained anywhere within an area located out from the excavation a
distance of 10 feet or to a projection of 1 vertical to 1 horizontal from the bottom of the
excavation, whichever is less. (Construction traffic is allowed within the work zone.)
Note that the Shields and Shoring item is not acceptable for use with stage construction of
highways, bridges or culverts. Shields and Shoring is intended to provide support for trench
excavation, that is, support of soil on both sides of an excavation. It is not intended and
should not be used to support a one-sided excavation.
See chapter 9 of the Highway Design Manual for more details.
4.6 Interim Sheeting
4.6.1 Interim Steel Sheeting
This Item (552.15) uses steel sheeting to provide temporary support during progression of
an excavation. This sheeting is then cut off to an elevation specified in the Contract Plans
and the remainder is left in place. The decision to leave in place is usually dictated by the
Geotechnical Engineering Group, Rails, Structures or even the Department of
Environmental Conservation during design. For example, sheeting may be left in place when
2017 4-3
there is stage construction, when pulling the sheeting may leave voids, or when the sheeting
is adjacent to a structure and pulling the sheeting may cause structural damage to the
adjacent structure. Steel sheeting and any steel waling and bracing to remain in place shall
be new and unused. Steel sheeting and any steel waling and bracing which is removed
after use shall consist of new or used material in satisfactory condition and suitable for the
intended use.
The following information shall be shown on the Contract Plans:

 Plan location of the sheeting placement
 Typical section(s) showing:
 Elevations for the top and toe of the sheeting.
 Elevation for the bottom of the excavation.
 Minimum embedment below the bottom of the excavation.
 Elevation at which sheeting is to be cut off.
 Payment lines.
 Location of wales or bracing, if required.
 Minimum section modulus for the sheeting
 If required, minimum section modulus of wales and size of bracing
Table showing the soil parameters used for the design:

WALL
UNIT FRICTION
ELEVATION COHESION FRICTION
LOCATION WEIGHT ANGLE
(Feet) (lb/in2) ANGLE
(lbs/ft3) (Degrees)
(Degrees)
0 0
Notes: 1. Divide the passive earth pressure coefficient (Kp) by 1.25.

2. Groundwater is assumed at Elevation _______.1
3. A surcharge load of lb/in2 is assumed at the top of the wall.1 and 2
4. Sheeting cannot be driven below Elevation _______, due to _______
(choices: rock, boulders, compact material, obstructions, artesian
water pressure).1 and 2
5. Any other pertinent information1
1 If the sheeting is associated with a structure for which a Foundation Design Report
(FDR) has been prepared, the FDR will provide this information. If, however, an FDR
has not been prepared or the sheeting is not in the vicinity of the structure, this
information is to be provided by the Geotechnical Engineering Bureau or the Regional
Geotechnical Engineer for inclusion on the plans.
2 If applicable, this note shall be added.
Table 4-1
Soil Design Parameters
4-4 2017
4.6.2 Interim Timber Sheeting
This Item (552.14) uses timber sheeting to provide temporary support during progression of
an excavation. This sheeting is then cut off to an elevation specified in the Contract Plans
and the remainder is left in place. The decision to leave in place is usually dictated by the
Geotechnical Engineering Group, Rails, Structures or even the Department of
Environmental Conservation during design. For example; sheeting may be left in place when
there is stage construction, when pulling the sheeting may leave voids, or when the sheeting
is adjacent to a structure and pulling the sheeting may cause structural damage to the
adjacent structure. Interim timber sheeting shall consist of new or used, treated or untreated
material but shall be in satisfactory condition and suitable for the intended use.. It shall be
free of any defects that may impair its strength or tightness.

 Elevations for the top and toe of the sheeting
 Elevation for the bottom of the excavation
 Minimum embedment below the bottom of the excavation
 Elevation at which sheeting is to be cut off
 Payment lines
 Location of wales or bracing, if required
 Minimum cross section (use actual dimensions) and stress grade for the timber
 If required, minimum cross section (use actual dimensions) and stress grade for the
timber of wales and bracing
 Show the same table used for Interim Steel Sheeting (Section 4.6.1).
4.7 Temporary Sheeting
4.7.1 Temporary Steel Sheeting
This Item (552.13) uses steel sheeting to provide temporary support during progression of
an excavation. When no longer needed for excavation support, the sheeting shall be
removed. The Contractor may leave the sheeting in place only with the written approval of
the Engineer. The steel sheeting, waling and bracing shall consist of new or used material in
satisfactory condition and suitable for the intended use.

ο Elevations for the top and toe of the sheeting.
ο Elevation for the bottom of the excavation.
ο Minimum embedment below the bottom of the excavation.
ο Payment lines.
ο Location of wales or bracing, if required.
2017 4-5
 Minimum section modulus for the sheeting

 If required, minimum section modulus of wales and size of bracing
4.7.2 Temporary Timber Sheeting
This Item (552.12) uses timber sheeting to provide temporary support during progression of
an excavation. When no longer needed for excavation support, the sheeting shall be
removed. The Contractor may leave the sheeting in place only with the written approval of
the Engineer. Temporary timber sheeting shall consist of new or used, treated or untreated
material in satisfactory condition and suitable for the intended use. It shall be free of any
defects that may impair its strength or tightness.

 Elevation for the bottom of the excavation.
 Minimum embedment below the bottom of the excavation.
 Payment lines.
timber of wales and bracing
4.8 Permanent Sheeting
4.8.1 Permanent Steel Sheeting

This Item (552.11) uses steel sheeting to provide permanent support. Associated work may
or may not require an excavation. The sheeting is then left in place to function as a
structure. Steel sheeting shall be new and unused conforming to the provisions of §715-17
Steel Sheeting. Waling and bracing shall be new and unused conforming to the provisions of
§715-01 Structural Steel.
4-6 2017

 Elevation for the bottom of the excavation, if applicable.
 Minimum embedment below the bottom of the excavation, if applicable.
 Payment lines.
• Minimum section modulus for the sheeting
• If required, minimum section modulus of wales and size of bracing
• Show the same table used for Interim Steel Sheeting (Section 4.6.1) except in the
first note change 1.25 to 1.5 for permanent conditions.
4.8.2 Permanent Timber Sheeting
This Item (552.10) uses timber sheeting to provide permanent support. Associated work
may or may not require an excavation. The sheeting is then left in place to function as a
structure. Permanent timber sheeting shall be new and unused and consist of any
acceptable species which can be placed satisfactorily in accordance with the requirements
of §712-14 Stress Graded Timber and Lumber. It shall be free of any defects that may
impair its strength or tightness.

 Elevations for the top and toe of the sheeting
 Elevation for the bottom of the excavation, if applicable
 Minimum embedment below the bottom of the excavation, if applicable
 Payment lines
 Location of wales or bracing, if required
timber of wales and bracing.
• Show the same table used for Interim Steel Sheeting (Section 4.6.1) except in the
first note change 1.25 to 1.5 for permanent conditions.
4.9 Soldier Pile and Lagging Walls
A soldier pile and lagging wall is a non-gravity wall which derives lateral resistance and
moment capacity through embedment of vertical wall elements (soldier piles). It can be
temporary or permanent. The vertical elements may be drilled or driven, steel or concrete
piles, and are typically spaced at 6 to 10 feet intervals. In New York State, the majority of
the soldier piles used are made of steel.
2017 4-7
The soil behind the wall is retained by lagging. The vertical elements are spanned by
lagging, which may be wood, reinforced concrete, precast or CIP concrete panels, or
reinforced shotcrete. The lagging material is usually selected based on the design life of the
wall. A temporary wall will usually incorporate untreated timber lagging. A permanent wall
will usually incorporate treated timber lagging or concrete lagging with an architectural finish.
When no longer needed for excavation support, a temporary wall is cut off to the elevation
shown in the contract documents and the remainder is left in place, unless removal is
granted, in writing, by the Engineer.
The following payment items are used for the wall:
552.20nn Holes in Earth for Soldier Pile and Lagging Wall (Foot)
552.21nn Rock Sockets for Soldier Pile and Lagging Wall (Foot)
552.22nn Soldier Piles for Soldier Pile and Lagging Wall (Foot)
552.2301nn Treated Wood Lagging for Soldier Pile and Lagging Wall (Square Foot)
552.2302nn Untreated Wood Lagging for Soldier Pile and Lagging Wall (Square Foot)
552.2303nn Precast Concrete Panel Lagging for Soldier Pile and Lagging Wall (Square
Foot)
552.2304nn Steel Sheeting Lagging for Soldier Pile and Lagging Wall (Square Foot)
The soldier pile and lagging wall is to be designed by the State or the State’s Consultant.
The following information is to be shown on the Contract Plans:
 Plan location of the soldier pile wall placement

 Elevation view of the wall
 Table showing:
 Pile station and offset (or coordinates)
 Top and toe soldier pile elevations
 Estimated pile length
 Depth of excavation
 Assumed rock elevation (if applicable)
 Minimum rock socket (if applicable)
 Minimu m soldier pile section modulus
 Recommended soldier pile shape
 Minimum pre-auger hole diameter
 Typical section(s) showing the payment lines
 Show the same soil parameters table used for Interim Steel Sheeting
(Section 4.6.1) except in the first note use 1.25 for temporary conditions or
1.5 for permanent conditions.
Details for soldier pile and lagging walls are provided on Bridge Detail sheet BD-EE-11E
Excavation and Embankment Soldier Pile and Lagging Wall Sample Details. Details for
splicing and driving shoes for soldier piles are provided on Bridge Detail sheet BD-MS-5E
Miscellaneous Pile Details.
4-8 2017
4.10 Cofferdam and Waterway Diversion Guidelines
The designer shall become familiar with the specifications for cofferdams in the most current
version of the Standard Specifications for Construction and Materials. The following
guidelines shall in no way supersede the specifications.
Cofferdams are temporary enclosures to keep excavations free from earth, water, ice, or
snow and to permit the excavation to be carried to elevations shown on the Contract Plans.
These elevations may be lower than the planned bottom of excavation due to an undercut.
Permanent substructure protection systems shall not to be paid for under the cofferdam
item.
A waterway diversion is a temporary structure that diverts or pumps water around an area
so that excavation or work can be accomplished. The use of a waterway diversion is
primarily to provide water quality protection. The area from which water is diverted does not
need to be earth, water, ice or snow free. A waterway diversion structure is not a
substitution for or equal to a cofferdam. Unlike cofferdams, a temporary waterway diversion
structure does not need to be designed by a registered Professional Engineer.
The use of cofferdams, permanent sheeting, stream diversions and associated temporary
access fills requires permits, approvals and coordination with various State and Federal
regulatory agencies (Department of Environmental Conservation, Corps of Engineers,
Adirondack Park Agency, Department of State, U.S. Fish and Wildlife Service, National
Marine Fisheries Service, New York City Department of Environmental Protection, U.S.
Coast Guard). Permits contain conditions that must be adhered to and shall be included in
the Contract Documents (proposal/plans). Regulatory agencies may place seasonal
restrictions on work in the waterway, may require restoration plans, and limit the types of
materials to be used. The Designer should coordinate with the Regional
Landscape/Environmental Unit (RL/E Unit) early in the project design to facilitate

environmental reviews and permit/coordination procedures. The Designer must also
coordinate with the Regional Hydraulics Engineer regarding the location and number of
cofferdams and temporary access fills that may be in place at any given time and the
number of construction seasons they will be in place. The Regional Hydraulics Engineer can
also assist when choosing between a cofferdam or waterway diversion structure or
determine if both are necessary.
A cofferdam item shall be included in contract plans if the proposed bottom of footing
elevation for a substructure is below the Ordinary High Water (O.H.W.) elevation. A
cofferdam item is generally not called for:
 When existing substructure removal is performed in water. (This operation need not
be performed in a "dewatered" condition unless required by specific project
requirements.), or
 To install stream bank protection. (Turbidity curtains, dikes, waterway diversions or

other erosion and sediment control measures shall be utilized, as appropriate, to limit
turbidity at the substructure removal site or when performing bank stabilization
activities. At times, a closed system may be utilized to confine turbidity without
having to be dewatered. These measures shall be paid for under the appropriate pay
items).
2017 4-9
A temporary waterway diversion structure may be used for operations where stream flow
needs to be relocated around a work site but the work site does not require dewatering. For
example, placing stone fill along a slope, or excavating for and placing stone fill for keyways.
At the request of the designer, in consultation with the Regional Hydraulics Engineer, the
Regional Landscape Architect and/or Environmental Engineer and permitting agency, the
cofferdam item shall include additional streambank protection based upon installation timing
and waterway flows. No less than a 2-year storm event potential shall be taken into account
in designing temporary streambank protection.
When permanent sheeting is called for on the Contract Plans to protect against vessel
impact, a cofferdam item shall be included to provide for the cost of de-watering and
construction protection. The Contractor will have the option of installing separate cofferdam
protection, or incorporating the permanent sheeting in the cofferdam system. If the latter
option is chosen, the cofferdam item will cover all additional bracing required to strengthen
the sheeting system, if required, and any work necessary to return the permanent sheeting
to its required function after the cofferdam operation is complete. On occasion, anchor
spuds are driven to facilitate construction of the cofferdam system and they are included in
the price bid for the cofferdam.
When the sole purpose of the system is to protect dewatering and construction operations,
the entire system will be covered under the cofferdam item.
Cofferdams will be paid for on an each basis and shown as an enclosed area on the
Contract Plans. This will expedite environmental reviews and permit procedures prior to
PS&E. Use a separate serialized item number for each cofferdam to assure that varying field
conditions are accounted for at each location. Cofferdams will be classified as either Type 1
or Type 2:
Type 1 (Item 553.01nnnn) cofferdams are required for a water depth exceeding 8 ft.,
measured from the bottom of excavation to anticipated Ordinary High Water or when
special conditions warrant. They must be designed by a Professional Engineer licensed
and registered to practice in New York State retained by the Contractor. The design is
submitted to the Engineer-in-Charge for review by the DCES a minimum of twenty (20)
working days prior to installation.
Type 2 (Item 553.02nnnn) cofferdams are limited to a maximum anticipated depth of 8

ft., measured from the bottom of excavation to anticipated Ordinary High Water. They
must be designed by a Professional Engineer licensed and registered to practice in New
York State retained by the Contractor. The Contractor submits to the Engineer-in-
Charge, for review, the methods to be employed a minimum of ten (10) working days
prior to installation. No design computations are required to be submitted.
4-10 2017
The Designer shall select the appropriate cofferdam type based on anticipated water
elevation and bottom of excavation. Stream integrity characteristics such as high velocity,
ice pressure and scour potential may warrant a Type 1 cofferdam even if the depth is less
than 8 ft.
For cost estimating purposes, assume that the cofferdam extends 2 ft. above Ordinary High
Water and 3 ft. laterally beyond the limits of the proposed footing. See Section 2 for
requirements related to navigable water clearances. The Contractor shall determine the
actual field limits required to satisfy conditions of the specification. (Such as not interfering
with battered piles).
When a cofferdam is used in conjunction with a tremie seal, the designer shall include Note
44 from Section 17.3 on the Contract Plans indicating the critical water elevation at which
the system should be flooded in order to prevent the tremie seal from becoming buoyant.
The Geotechnical Engineering Bureau will provide the flooding elevation. See Section 11 for
additional information on the design of tremie seals.
The location(s) of sediment removal areas shall be indicated on the Contract Plans. The
designer should obtain input from the Regional Landscape/Environmental Unit.
See Section 17.3, Notes 40-49, for standard cofferdam notes to be placed on the contract
plans. In some streams the Ordinary High Water elevation can be several feet higher than
the Low Water elevation. This could lead to a cofferdam design of excessive size and cost
that may be inappropriate for the majority of the construction operation. In consultation with
the Regional Hydraulics Engineers it may be appropriate to designate by a note on the plans
a more realistic elevation above which the system should be flooded to avoid overloading
rather than expect the cofferdam to serve the most severe field condition as inferred in the
specification.
2017 4-11
ITEM 203.02 ITEM 206.01 ITEM 206.0201 ITEM 206.03 ITEM 202.19 ITEM 580.01
Unclassified Structure Excavation Trench and Culvert Conduit Excavation Removal of Removal of Structural
Excavation and Excavation and and Backfill Substructures Concrete
Disposal
Intended Use: General Provide a small, Provide an Provide an To partially or fully Removal of structural
excavation item to carefully excavated excavation in a excavation in a remove stone or concrete from structural
remove material area with smaller confined space. confined space. concrete concrete elements.
not provided for in equipment. Example: Pipe, Example: Conduit substructures that Examples: Patching of
another item– culvert and cut-off and direct buried are not to be abutments and piers;
large excavations wall excavations. cable excavations. repaired or altered abutment backwall
using large and reused. (Does removal to a defined
equipment. not include elevation where vertical
Excavation.) reinforcing is to remain
and the backwall
reconstructed.
Special Care None, other than Bottom of excavation to be undisturbed. To not damage remaining concrete.
Required: reaching grade.
Disposal: Included Included Included Included Included Included
Backfill No Yes, except select Yes, except select Yes No. Rqmnts. for N/A
Included: material. material. Item 206.01 apply.
Dewatering No Yes Yes Yes Yes N/A
Included:
Layback No Yes, if detailed without a support or protection system item. N/A N/A
Option
Available:
Protective Excavation CONTRACTOR: If no CONTRACTOR: If Shields and Shoring N/A N/A
System Design support is not system is specified. (S&S), cofferdam item, or no system
Responsibility included in this DESIGNER: If specified .
item. Add’l item(s) support system is DESIGNER: If any system other than S&S or
must be used. specified. cofferdam indicated.
Pay Unit Cubic Yard Cubic Yard Cubic Yard Linear Foot Cubic Yard Cubic Yard
Table 4-2
Excavation Requirements
2017 4-12
SUPPORT AND PROTECTION SYSTEM REQUIREMENTS
ITEM 552.10 ITEM 552.12 ITEM 552.14 ITEM 552.17 ITEM 206.01* Soldier Pile and Lagging
ITEM 552.11 ITEM 552.13 ITEM 552.15 Shields & Shoring ITEM 206.0201* Wall.
Permanent Temporary Interim Sheeting (for details see Section ITEM 206.03* ITEMS listed in Soldier
Sheeting Sheeting Support System (Left 9.3.12 of HDM) Trench, Culvert Pile and Lagging Wall
in Place) and Structure section of Chapter 4
Excavation
Intended Provide Provide excavation Provide temporary For excavations between Included in Provide excavation
Use: excavation support. May be excavation support. 5 and 20 ft., provide temp. these items is support when sheeting
support. To removed from site When no longer support to protect workers. the protection cannot be used.
remain in place to when no longer needed as support, is It is not to be used for necessary to
function as a required for support cut off and left in one-sided excavations, ensure safety of
structure. unless written place. Example: Wall such as typical stage workers.
approval of within embankment for construction of bridges, or
Engineer allows it to staged construction. in the vicinity of an
remain. adjacent structure or
utility.
Designed By: Designer Designer Designer Contractor Contractor Designer
Materials: Steel: New New or used New or used New or used sheeting, Anything Various; see pay items
Timber: New, of shoring, trench box, or meeting the
any acceptable shield; other pre- requirements of
species, and free engineered support OSHA.
of defects. system
Final Status: Left in place Removed or left in Left in place after use, Removed or left in place Removed after If temporary, cut off to
place with but cut off to elevation with Engineer’s approval. use. the elevation shown on
Engineer’s shown on plans. plans, and remainder is
approval. left in place, unless
removal is granted, in
writing, by the Engineer.
*If detailed without a support system. See Guidelines, Section 4.1
Table 4-3
Support and Protection System Requirements
2017 4-13
SUPPORT AND PROTECTION SYSTEM REQUIREMENTS cont.
Layback No No No No Yes No
Option
Available:
De-Watering No: No: No: No: Yes No:
Included: Included in Included in Included in excavation Included in excavation Included in excavation
excavation item. excavation item. item. item. item.
Pay Unit: Square foot Square foot Square foot Square foot Cubic Yard, Various; see pay items
Linear Foot
Show on Plan location//Typical Section showing: elev. for sheeting top and Location Location See bulleted list in
Plans: toe plus excavation bottom, min. embedment, payment lines//Min. Typical Section Soldier Pile and Lagging
section modulus for sheeting and wales (if required)//Bracing size Typical Section - If used showing Wall section of Chapter 4
(if required)// Soil parameters table//Groundwater elev. //Pertinent for pipe installation. payment lines
notes// when situation
not covered by
Standard
Sheets.
Add’l Info Shown on Plans: Cut-off elevation
*If detailed without a support system. See Guidelines, Section 4.1
Table 4-3 cont.

Support and Protection System Requirements
2017 4-14
COFFERDAM REQUIREMENTS
ITEM 553.03nnnn
ITEM 553.01nnnn ITEM 553.02nnnn
Temporary Waterway Diversion
Cofferdams (Type 1) Cofferdams (Type 2)
Structure
Intended Use: Protect and dewater an excavation Protect and dewater an Divert flow
to install foundation elements. excavation to install foundation
elements.
Designed by: Contractor’s NYS Professional Contractor’s NYS Professional Contractor
Engineer Engineer
Review by New York Design, including computations Methods to be employed Methods to be employed
State, or Engineer of and method of installation.
Record:
Materials: New or used timber or steel New or used timber or steel New or used timber or steel sheeting,
sheeting, impermeable earth-filled sheeting, impermeable earth- impermeable earth-filled bags, precast
bags, precast concrete, filled bags, precast concrete, concrete, commercially designed
commercially designed system. commercially designed system. system, such as a Portadam.
Pay Unit: Each Each Each
Show on Plans: Plan Location Plan Location Plan Location
Depth: Exceeding 8 ft. or special 8 ft. maximum 8 ft. maximum

conditions warrant.
Table 4-4
Cofferdam Requirements
2017 4-15
Section 5
Bridge Decks
5.1 Concrete Deck Slabs
5.1.1 Composite Design
Concrete deck slabs on steel or concrete girders are almost always designed to act compositely
with the girders. Composite design provides an advantage in reducing the necessary section of
primary members and also serves to significantly stiffen the bridge. The composite action is
attained by the use of properly designed stud shear connectors.
Prestressed concrete beams are designed with a composite deck slab, regardless of whether
the beams are spread or adjacent. The composite action is attained by extending reinforcing
stirrups from the top of the beams into the slab.
The design thicknesses for monolithic structural slabs neglect the top integral wearing
surface portion in structural calculations. This is to account for expected wear and
deterioration of the wearing surface. The design thickness for various concrete deck systems
are in Table 5-1.
Deck Design Concrete

Deck system Reinforcement
Thickness Thickness
Monolithic Slab 9½ inches 8 inches Epoxy-Coated, Class HP for single

Galvanized, or Solid span,
Stainless Steel Class HPIC for multi-
span
Two Course 10 or 9 7½ inches Epoxy-Coated or Class HP

Deck inches Galvanized
Deck Slab for 6 inches 5 inches Epoxy-Coated, Class HPIC

adjacent Galvanized or Solid
slab/box Stainless Steel
Deck Slabs on 9 ½ inches 8 inches Epoxy-Coated, Class HPIC

NEXT beams Galvanized or Solid
Type F Stainless Steel
Precast Deck 9½ inches 8 inches Epoxy-Coated, f’c ≥ 5 ksi and in

after Galvanized or Solid accordance with
diamond Stainless Steel latest performance
grinding specification
Table 5-1
Deck Requirements
2017 5-1
Dead load calculations shall always include the full thickness of the deck system including the
thickness marked for diamond grinding since all of the material may not be removed.
All structures regardless of type shall be designed for a possible future wearing surface
weighing 20 lbs/ft2. This is in addition to any wearing surface provided at the time of
construction.
All corrodible material that will become part of the final deck shall be of equal or higher corrosion
resistance of reinforcing steel shown in Table 5-1.
5.1.2 Monolithic Decks for Spread Girders
5.1.2.1 History
Monolithic bridge decks have been the preferred deck system for many years, although they
have gone through a number of detail changes. They have remained the preferred
choice because of their general performance and cost when compared to alternate deck
systems. The original monolithic deck used in New York was a 7½ inch deck with uncoated
reinforcement and with a 1½ inch cover over the top bars. This deck system was first used
around 1967. Because of concerns about chloride penetration into the deck, the top cover
on the reinforcing steel was increased to 3¼ inches and the total deck thickness was
increased to 9¼ inches around 1974. Uncoated reinforcing steel was still used.
With the introduction of epoxy-coated reinforcement for the top mat of steel in 1976, the top
cover was reduced to 2½ inches and the total deck thickness to 8½ inches. In 1992, because of
renewed concerns about chloride penetration and deck durability, the top cover on the
reinforcement was increased to 3½ inches and the total deck thickness to 9½ inches. The
top mat of reinforcement remained epoxy-coated.
In 1996, Class HP concrete was introduced for deck slabs. This mix uses a lower water/
cement ratio and substituted 20% fly ash and 6% microsilica for cement. The objective was to
decrease permeability and cracking of deck slabs and to increase workability and strength. In
1997, the covers on the top and bottom reinforcing steel were adjusted to provide greater
protection for the bottom reinforcement and to reduce cracking of the top of the concrete. The
top cover was decreased to 3 inches and the bottom cover increased to 1½ inches. At the
same time isotropic reinforcement was made the preferred deck reinforcement for most
situations. See Section 5.1.5.1 for more information on isotropic reinforcement.
With the introduction of solid stainless steel and its exceptional corrosion resistance, came the
opportunity for designers to provide a deck with a longer expected service life. The cover and
slab thickness shall be the same as for epoxy coated reinforcement (3 inches top cover and 1 ½
inches bottom cover). With the expected extended life, this is to allow for any future grinding
which might be needed to restore the riding surface. Solid stainless steel reinforcement is
significantly more expensive than plain or epoxy-coated reinforcement and the decision to use it
should be based on ADT. See Section 15 for more information on stainless steel reinforcement.
5-2 2017
Bridge Decks
5.1.2.2 Current Practice
The standard deck system to be used for new construction with steel girders and spread
concrete beams is a monolithic deck with an integral wearing surface and isotropic
reinforcement. Both mats of reinforcement shall be the same material and may be epoxy-
coated, galvanized or stainless steel. Exceptions to this policy require DCES approval. Bridge
deck replacements shall use the standard deck system. However, with DCES approval, a
thinner monolithic deck, a lightweight concrete deck or alternative deck system may be used if it
is necessary to reduce dead load, or for economic or other compelling reasons. The concrete
strength and dimensions of the standard monolithic deck for bridges with steel girders or spread
concrete beams are as follows:
f’c 3000 psi

Thickness 9½ inches
Cover to Top Mat of Steel 3 inches
Cover to Bottom Mat of Steel 1½ inches
5.1.2.3 Internal Curing Concrete (HPIC)
High Performance – Internal Curing (HPIC) concrete shall be used on all continuous span
bridges and all simple span prestressed concrete bridges using adjacent box beams or slab
units.
High quality concretes such as the HP concrete mix currently used by the Department have high
impermeability as one of their more important characteristics. High impermeability inhibits the
chloride-laden water from diffusing through the concrete to the level of the reinforcement. The
reinforcement is protected from corrosion which would have been caused by the chloride.
Research has shown that the high impermeability also has a negative effect. During the curing
phase, concrete is kept wet. For most types of concrete, as the water inside the concrete is
used up during the hydration process, water from the surface penetrates the concrete, replacing
the used up water and continuing the hydration. When a concrete is highly impermeable, this
water flow stops early in the curing process. The used up water leaves empty space behind,
and a vacuum develops inside the concrete, causing shrinkage. This shrinkage is restrained by
the reinforcement, and can lead to the concrete cracking.
Internal curing concrete helps to solve this problem by incorporating light-weight fine aggregate
saturated in water to replace 30% of the fine aggregate in the concrete. This aggregate contains
voids which carry water into the concrete. When the concrete demands more water to replace
water lost due to hydration, the light-weight aggregate supplies the needed water, thus relieving
the vacuum, reducing the shrinkage, and reducing the tendency of the concrete to crack.
The Department has conducted an experiment to verify the performance of HPIC on bridge
decks in New York State. Twenty bridge decks with HPIC concrete were poured and monitored
for a few years. They exhibited a strong reduction in deck cracking. The results of this
experiment were reviewed and approved by FHWA.
2017 5-3
An additional benefit of HPIC is that the curing continues to take place without water being
added to the surface. Because of this feature, HPIC does not require as much curing time as HP
concrete. HPIC bridge decks can be placed in service as soon as the decks reach design
strength and a reduced minimum curing time. The reduction in curing time depends on various
factors and shall be determined on a case by case basis. Contact the Standards Unit for
guidance.
The surface of the HPIC bridge deck may be subject to scaling if the drying time is reduced.
Because of this, diamond grinding shall be added to Contracts that do not use the full drying
time.
5.1.3 Monolithic Decks for Adjacent Concrete Beams and Slab Units
The standard deck system to be used on adjacent prestressed concrete beams or slab units is a
6 inch monolithic deck with epoxy-coated, stainless or galvanized reinforcement.
The thickness of bridge decks for adjacent prestressed concrete box and slab beams may
exceed the 6 inch minimum shown on the plans. This is especially true for structures with beam
camber different than the roadway profile, or with superelevated and curved alignments. For
these situations, additional thickness information needs to be provided. Maximum as well as
minimum thicknesses and their locations need to be shown if the average theoretical slab
thickness exceeds 7 inches for a nominal 6 inch minimum deck. When the maximum slab
thickness exceeds 9 inches an additional mat of steel reinforcing bars shall be provided in the
thickened section for crack control, see Section 5.1.5.3.
For deck replacements on adjacent prestressed concrete box and slab beam bridges, the
designer shall use a full depth (8 ½ inch) deck if the existing shear keys are not full depth. The
designer may elect to use light-weight concrete to reduce dead load of the thicker deck. If an 8
½ inch deck cannot be accommodated, then superstructure replacement is recommended. If the
existing shear keys are full depth, then a 6 inch replacement deck is acceptable.
Regardless of the deck thickness, the top one inch of deck shall be considered an integral
wearing surface. Therefore, the design thickness shall be 5 inches for a 6 inch deck, and 7 ½
inches for an 8 ½ inch deck.
5.1.4 Two-Course Decks
Two-course decks are used by NYSDOT only in unusual circumstances after prior approval by
the DCES.
5-4 2017
Bridge Decks
5.1.5 Deck Reinforcement Design
5.1.5.1 Isotropic Decks
The design of isotropic reinforced decks is based on empirical results that show reinforced
concrete bridge decks develop an arching action between girders and fail in punching shear
rather than flexure when subjected to loads that are significantly higher than factored design
loads. Isotropic reinforced decks have lighter reinforcement than traditionally reinforced decks
and use equal reinforcement transversely and longitudinally in both top and bottom mats.
Reinforcement in deck overhangs is designed for flexure the same as for conventional decks.
Isotropic reinforcement is the preferred method for deck reinforcement. It shall be used when
the following conditions are satisfied:
• There must be four or more girders in the final cross section of the bridge. (A stage
construction condition with three girders is permissible; however, the temporary
overhangs must be reinforced traditionally.)
• The maximum center-to-center spacing of the girders is 11 feet and the minimum
spacing is 5 feet.
• Design slab thickness shall be a minimum of 8 inches and the total standard deck
thickness shall be a minimum of 9½ inches.
• The deck is fully cast-in-place and water cured. Only permanent corrugated metal and
removable wooden forms shall be permitted (prestressed concrete form units are not
allowed). Full depth precast concrete decks with UHPC joints are allowed with DCES
approval.
• The supporting components are made of spread steel, concrete I-girders, or spread
concrete box beams.
• The deck shall be fully composite in both positive and negative moment regions. In
negative moment regions, composite section property computations shall only include
the area of the longitudinal steel.
• The minimum overhang, measured from the centerline of the fascia girder to the fascia,
is 2’-6”. If a concrete barrier composite with the deck is used, the minimum overhang is
2’-0”.
• Skew angles up to 45°. Note: For skews above 30° isotropic reinforcement becomes
very congested at the end of the slab. Traditional deck slab reinforcement is
recommended for skews greater than 30°.
When isotropic reinforcement is used the following details are followed:
• The reinforcement shall be two mats (one top and one bottom) comprised of #4 bars on 8
inches in transverse and longitudinal directions. A less desirable alternate of # 5 bars on
12 inches may be used provided that there is a compelling reason. The above spacings
shall be adjusted when there is a skew as noted below.
• The top and bottom transverse and longitudinal reinforcement shall be staggered so that
the top bars are centered between the bottom bar spacing, except in the end zones of
decks with a skew angle over 30° where the spacing is reduced (see requirement below).
2017 5-5
• The top and bottom mats of reinforcement shall have the same type of corrosion
protection whether it is epoxy coated, galvanized or stainless steel.
• Top reinforcement cover is 3 inches for all bar types; bottom reinforcement cover is 1½
inches for all types of bars.
• The longitudinal bars of both mats shall be placed on top of the transverse bars.
• For skew angles greater than 30° additional reinforcement shall be placed in the slab end
zones at abutments and conventional deck joints. The additional reinforcement shall
double the amount of the reinforcement in both mats and in both directions. This shall be
done by cutting the spacing of the reinforcement in half. This additional reinforcement
zone shall extend a distance from the end of the slab equal to the girder spacing.
• Fascia overhang reinforcement must be designed traditionally. The isotropic

reinforcement extends to the fascia. Its area is included in the overhang design. Additional
longitudinal reinforcement shall be placed in the overhang as shown on the BD sheets.
• Longitudinal bars are placed parallel to the girders. Transverse bars are placed parallel to
the skew angle for angles up to and including 30°. On structures with curved girders the
transverse bars shall be placed radially, maintaining the maximum spacing at the outside
fascia girder. When reinforcement is placed on the skew, the perpendicular bar spacing
shall be equal to the 8 inch or 12 inch nominal bar spacing times the cosine squared of
the skew angle.
• For skew angles greater than 30° the transverse bars shall be placed normal to the
girders. Some bars will have to be placed along the skew at the end of the slab. See
appropriate BD sheets for guidance.
• Additional longitudinal reinforcement in negative moment areas shall be provided as

required in Article 6.10.1.7 of the NYSDOT LRFD Bridge Design Specifications.
Designers shall included thermal and shrinkage stresses in addition to live load stresses,
when determining the need for additional longitudinal reinforcement.
• Welded splices are not permitted. Mechanical connectors are permitted only where stage
construction requires their use due to a lack of adequate clearance for a lap splice.
5.1.5.2 Traditional Deck Slab Reinforcement
When the conditions of Section 5.1.5.1 for isotropic reinforcement cannot be satisfied,
traditional deck slab reinforcement shall be used. When concrete deck slabs are designed with
traditional reinforcement (nonisotropic), the design shall be in accordance with strength limit
state design methods of the NYSDOT LRFD Bridge Design Specifications. Service limit states
must also be checked in accordance with Article 5.7.3.4. When slabs are continuous over three
or more supports, advantage shall be taken of the 0.80 continuity factor to reduce dead load
and live load, simple-span bending moments. It is recommended that designers include stud
shear connectors in the negative moment regions of continuous girder bridges as permitted by
AASHTO. This may serve to lessen deck cracks by providing a more bonded section. Including
longitudinal reinforcement in this region in section properties is permitted.
5-6 2017
Bridge Decks
Transverse reinforcement for a 9½-inch monolithic deck is given in the Traditional

Transverse Deck Slab Reinforcement Table, Table 5-2. This transverse reinforcement is to be
used in both the top and bottom mats. Design span is defined as the perpendicular distance
between girders less one half the width of one of the top flanges. When stainless steel
reinforcement is used, Fy may be taken as 75 ksi. In this case, the bar spacings obtained
from Table 5-2, may be increased by 20%.
Girder spacing shall not exceed 11 feet. Larger spacings are possible but shall be used only
in special cases with the approval of the DCES.
Minimum longitudinal reinforcement in the top of the slab shall be #5 bars at 18 inches. Spacing
of longitudinal reinforcement in the bottom of the slab shall be in accordance with Article 9.7.3 of
the NYSDOT LRFD Bridge Design Specifications. The longitudinal bars shall be placed on top in
both mats. No longitudinal bars need to be placed in the bottom of the slab directly over
supporting members (girders or beams). Additional longitudinal reinforcement in negative
moment areas shall be provided as required by Article 6.10.1.7 of the NYSDOT LRFD Bridge
Design Specifications. Designers shall included thermal and shrinkage stresses in addition to live
load stresses, when determining the need for additional longitudinal reinforcement.
Both the top and bottom mat of reinforcement shall be the same material. Options are epoxy
coated, galvanized or stainless steel. Top reinforcement cover is 3 inches for all bar types;
bottom reinforcement cover is 1½ inches for all types of bars. Reinforcement other than the
ones listed here can be used for deck slab reinforcement with the approval of the DCES.
For skews up to and including 30° the transverse reinforcement shall be placed parallel to the
skew. For skews over 30° the transverse reinforcement shall be placed normal to the girders.
Skewed transverse reinforcement shall be detailed with the spacing perpendicular to the
bars; not parallel to the girders and the spacing should be as given in Table 5-2 times the
cosine squared of the skew angle. This intent shall be detailed clearly with the use of
arrowheads perpendicular to the bars.
5.1.5.3 Reinforcement of Decks for Adjacent Concrete Beams or Slab Units
Deck slabs for bridges with adjacent prestressed concrete box beams or units shall be a
minimum of 6 inches thick. A single mat of #4 epoxy-coated, stainless or galvanized bars spaced
at 8 inches in each direction shall be used in the top of the deck. The cover on the top bar shall
be 3 inches.
In all areas of the deck slab where the thickness is above 9 inches, a second, bottom mat of #4
of the same material as the top mat spaced at 8 inches in each direction shall be used. The
second mat of reinforcement shall be used only in the areas of increased deck thickness. The
bottom mat shall have a cover of 1 ½ inches above the top of the beams. The designer shall
adjust the spacing of the bottom mat to avoid the composite bars extending from the beams.
In the negative moment regions of slabs which are continuous over piers, additional
reinforcement shall be added in the longitudinal direction to resist the negative moment in the
deck slab. This additional reinforcement shall be designed in accordance with the NYSDOT
LRFD Bridge Design Specifications Article 5.14.1.4.8. The bar reinforcement shall be long
enough to span the region of moment that cannot be handled by the positive moment
reinforcement, plus a development length on each end. The termination of this reinforcement
shall be staggered. All bars shall be placed to provide a minimum clear cover of 3 inches.
2017 5-7
Table 5-2
Traditional Transverse Deck Slab Reinforcement
5-8 2017
Bridge Decks
5.1.5.4 Deck Overhangs
The recommended maximum overhang of a concrete deck slab beyond the centerline of the
steel fascia I-girder is 4 ft. In addition, the maximum overhang for steel fascia I-girders less than
5 ft in depth should be limited to 3 ft. For steel fascia I-girders where the ratio of the overhang to
girder depth is greater than 0.6, a detailed torsional analysis is required as described below.
See the current BD-PC sheets for required overhangs for prestressed concrete Bulb-Tee and
AASHTO I-beams.
Forming and bracing systems used to place the concrete for bridge decks with either a large
overhang or a large overhang to girder depth ratio, induce large horizontal forces in the fascia
girder. These forces can cause lateral buckling and deflection problems in the fascia girder
resulting in a poor deck profile. See Figure 5.1.
The design of formwork and temporary bracing is the Contractor’s responsibility. A properly
designed fascia girder within the geometric requirements mentioned above will handle normal
practice construction loads. When the overhang geometry is outside the requirements, the
designer shall evaluate the ability of the fascia beam to safely support the construction loads.
One program that is often used for this type of analysis is the TAEG software. Construction
loads shall include but not be limited to the forms, bracing, wet concrete, walkway overhangs,
workforce, and concrete screeding machines and appurtenances. Figure 5.2 shows a typical
overhang bracket with loads to be considered. The walkway width may be assumed to be 18
inches. Construction live load shall be in accordance with the AASHTO Guide Design
Specifications for Bridge Temporary Works. Figure 5.3 shows the assumed load and wheel
spacing for one side of the screed machine. Additional assistance in determining typical
construction loads and the level of analysis required is available from the Construction
Support/Bridge Foundation Unit.
If the investigation of the assumed construction loads determines that bracing beyond that
normally necessary is required, place Note 108 from Section 17.3 on the General Note sheet
and the Transverse Section sheet of the plans.
When girder depths exceed 4 feet, another potential overhang related problem can develop. If
the brace supporting the overhang form is brought back to bear against the web of the fascia
girder above the bottom flange, the horizontal force from the brace can buckle the web. Place
Note 109 from Section 17.3 on the plans in this situation.
In cases with large overhangs, shallow beams, and long spans, the designer may choose to
accommodate the temporary construction loads by placing additional permanent bracing (lateral
system and more diaphragms in the fascia bay.
Reinforcement in the top of the structural deck slab in overhang regions shall be designed to
resist wheel loads on the overhang as well as impact loads on the railing or barrier.
Requirements for overhang reinforcement are found in the NYSDOT LRFD Bridge Design
Specifications.
See the latest BD-SS sheets for slab edge reinforcement specific to barrier/railing system.
2017 5-9
Figure 5.1
Overhang Form Bracing
Figure 5.2
Deck Overhang Loads During Construction
5-10 2017
Bridge Decks
Figure 5.3
Typical Screed Machine Loading
Top transverse deck slab bars require hooks at each fascia of the slab to provide proper
development. When the transverse width is less than 30 feet use one bar with hooks at each
end. When the transverse width is greater than 30 feet and less than 115 feet, use two unequal
length bars, each with a hook on one end (see Section 15.4.1). When the transverse width is
greater than 115 feet, provide a long straight bar in the center lapped to shorter bars with hooks
on one end. Bottom transverse deck slab bars do not require hooks, and can be straight bars up
to 60 feet.
5.1.6 Haunches
Haunches are to be provided on all bridges with steel girders or prestressed concrete I-beams,
bulb-tees or spread box beams. The purpose of the haunch is to provide a means for final
adjustment of the deck slab elevation to match the designed roadway profile and cross slope.
The haunch allows this adjustment to correct construction and fabrication variations without
having the top flange of the girder project into the structural deck.
The calculated depth of haunch shall have a 2-inch minimum concrete thickness as measured
at the centerline of beam from the top of beam to the bottom of slab. A deeper minimum is
required when the top flange equals or exceeds 1’-4” in width to allow for roadway cross slope.
The total haunch depth shown on the plans shall include the thickness of the top flange for
fabricated steel girders.
At all splice locations for steel girders, the top flange splice plates will reduce the haunch depth.
The designer shall determine if a negative haunch is calculated at the splice location. If a
negative haunch is ascertained, the haunch shall be increased to eliminate the negative
haunch (such that the distance between the theoretical bottom of slab and the top of the top
flange top splice plate will be greater than zero). It is not necessary to provide the full 2-inch
minimum haunch at the splice location. Dimension “E” in the haunch table will still be
dimensioned from the theoretical bottom of slab elevation to the top of the top flange.
2017 5-11
Details of haunches for steel girders are shown in the current BD-SS sheets. For simple span
bridges, the calculated depth of the haunch at the centerline of bearings shall be the minimum
depth, plus the difference in thickness between the maximum and minimum top flange plates
plus increases to account for cross slope and horizontal curvature when straight girders are
used.
The haunch shall be reinforced when the depth of the concrete portion of the haunch exceeds
4 inches. Only the section along the girder where the concrete portion of the haunch exceeds
4 inches requires reinforcement in the haunch. See haunch reinforcement details in the current
BD sheets.
Except for precast deck systems, steel beams shall have minimum 6-inch stud shear
connectors for haunches up to 4 inches in depth. Haunches on steel beams greater than 4
inches shall comply with NYSDOT LRFD Bridge Design Specifications, Article 6.10.10.1.4 or
NYSDOT Standard Specifications for Highway Bridges, Article 10.38.2.3. Haunches on fascia
beams of multi-span bridges shall be set so that the top of the webs of fascia beams in adjacent
spans line up.
Do not label the haunch as 2 inches minimum. Instead, show the actual haunch depth used in
design measured from the top of web to the bottom of slab. The Contractor shall provide the
completed Haunch Table to the EIC.
A haunch table shall be shown on the plans to assist in construction. For spans 65 feet and
under, the haunch table should be done for span quarter points. For spans over 65 feet, the
haunch table shall give elevations at span tenth points, but not to exceed a spacing of 20 feet.
Bridges with curved girders shall have a haunch table with the elevations given at the
diaphragm lines. The predicted concrete slab and superimposed dead load deflections are
shown at these points.
Haunch tables shall always be computed considering stage construction and the assumed
pouring sequence for continuous span structures. In addition, the computations shall consider
differing dead loads applied to fascia and interior girders, especially with construction loads such
as barriers. Field measurements are then taken at the same points shown in the haunch table.
The actual haunches are then determined from this information. An example of a partial haunch
table to be shown on the contract plans is given in Figure 5.4. A full haunch table is shown in the
current BD-SS sheets.
Bridges with complex geometry, haunched girders, and significant superelevation transitions
shall have a Design Haunch Depth Table, Table 5-3, providing the “design” haunch depth at the
supports.
Except for the fascia side of the fascia girder, haunches shall not extend beyond the flange of
the beam. In the past, some bridges were constructed with a haunch detail as shown in Figure
5.5. This detail was commonly employed when removable wooden forms were used for a
concrete deck, since it enabled precut material to be used in the forming operation. The cause
of cracking and eventual loosening of portions of this unreinforced concrete has been attributed
to forces generated by corrosion on the vertical edges of the flanges. Cracking occurs at the top
corner of a girder flange and progresses upward and outward through the concrete to the
vertical haunch face. This loosened concrete is then prone to separate and fall from the
structure.
5-12 2017
Bridge Decks
DESIGN HAUNCH DEPTH TABLE

S. ABUT. (ft) PIER (ft) N. ABUT. (ft)
G1 0.30 0.43 0.32
G2 0.43 0.41 0.28
G3 0.32 0.45 0.28
G4 0.35 0.44 0.31
G5 0.28 0.68 0.28
Table 5-3
Design Haunch Depth Table
Figure 5.4
Haunch Table
All structural plans for bridges with concrete decks supported on steel girders, Bulb-Tee and
AASHTO I-beams or floor systems shall include Note 110 from Section 17.3 on the plans, in
association with the standard haunch detail.
No portion of the stay in place (SIP) form supports shall extend beyond the SIP form and into
the concrete deck. Protrusions into the deck cause cracks that will propagate through the deck.
2017 5-13
Figure 5.5
Haunch Detail (Cracking Problem)
5.1.7 Forming
Current specifications permit the forming of structural slabs using removable forms and
permanent corrugated metal forms. If one option is not permitted on a particular job, that shall
be stated on the Plans.
Individual railroads and the Thruway Authority may not permit the use of permanent
corrugated metal forms above their facilities. Use of these forms must be approved by the
railroad or agency involved.
When permanent corrugated metal forms are specified, a small detail shall be included in the
plans indicating the presence of corrugations on the bottom of the structural slab and that the
bottom row of reinforcement shall be placed with 1½” cover above the crest of the
corrugations. Such a detail is shown on the current BD sheet titled, “Superstructure Slab
Optional Forming Systems”.
The additional weight of permanent corrugated metal forms with the corrugations filled with
Styrofoam shall be taken as 4 lb/ft2. The stringers or girders shall be designed for this
additional weight.
5.1.8 Continuous Structure Deck Slab Placements
Deck slabs on continuous structures are subject to transverse cracking during construction.
The cracking can be found in negative moment areas where the concrete has already set and
the placement has continued into positive moment areas. The cracking is caused by additional
deflection of the beams when the concrete in the remaining positive moment area is placed.
The frequency of the cracking can be reduced if proper construction methods are used and
strict control over the timing and sequencing of the deck placement operation is exercised.
5-14 2017
Bridge Decks
Deflection cracks usually occur for one of the following three reasons:
1. Slow Rate of Placement
When the concreting progresses slowly, some of the already-placed concrete may take its
initial set prior to full deflection of the steel. As additional concrete is placed during the same
placement operation, cracks will occur in the concrete that has already set. To prevent this
from happening, either the duration of the placement should be decreased or the time to
initial set of the concrete should be lengthened.
The time required to complete a placement depends on its size and complexity, concrete
delivery logistics, available rate of supply, and Contractor efficiency. Responsibility for
attaining the highest practical rate of placement, and the shortest possible placement time at
any particular project location rests with the Contractor.
The setting time for concrete can vary widely. It depends on many factors, such as mix
design, use of admixtures, and atmospheric conditions. Retarding admixtures are intended
to lengthen the time to initial set of the concrete.
To avoid cracking caused by the occurrence of initial set prior to completion of the
placement, the duration of each placement shall be kept to a minimum, and no concrete
shall be placed without sufficient retarding admixture to assure that initial set will not occur
prior to completion of the placement.
2. Incorrect Loading Sequence
Many continuous structures require a total volume of concrete which is too large to be
placed prior to the occurrence of initial set at some point in the deck. In cases where the
total volume of concrete exceeds 360 cubic yds, the total concrete volume must be divided
into a sequence of placements. Although this method lessens the probability of cracking
related to initial set, cracking may still occur if the sequence of applying concrete loads is
incorrect.
When a sequence of placements is used, the location of the first placements is vital.
Concrete cannot be placed in negative moment areas first because subsequent placements
will impose tensile stresses on this concrete, resulting in transverse cracking.
Further, if any placement results in the upward deflection of concrete previously placed in a
positive moment area, the concrete in that area may crack. Consequently, it is necessary to
place concrete in each positive moment area during the initial placement. This may be
difficult if the volume of concrete required to fully place all positive moment areas is very
large. Therefore, either the concrete volume or the placement rate must be modified. In
some cases, the placement rate can be increased by the use of an additional finishing
machine. The volume can be decreased by adding some of the positive area to the negative
area, to improve the balance between placement volumes. As a last resort, the positive
moment area placement can be divided and placed in separate placements, but, in such a
way as to minimize the potential for cracking.
2017 5-15
On skewed structures, the concrete shall be placed parallel to the skew angle. Loading the
structure in this manner equalizes the steel deflections. For skews up to 35° the finishing
machine should parallel the skew angle if there is no superelevation transition. For skews
over 35° the finishing machine should be operated at no more than 35° if there is no
superelevation transition. If there is a superelevation transition the finishing machine may be
operated at no skew at the discretion of the contractor with Engineer approval. The
combination of skew and superelevation transition makes operation of the finishing machine
at a skew difficult. Place Note 233 in Section 17.3 on the plans as necessary.
3. Early Application of Loads
Immediately after initial set, deck concrete has little or no compressive (or tensile) strength.
At this time, minor loads or deflections can cause serious cracking in the new deck.
However, compressive strength increases rapidly to a point where moderate stresses (due
to loads or deflections) can be resisted. For this reason, new deck concrete that will have
any measurable effect on recently placed concrete shall not be placed until adequate early
strength may be assumed. A waiting period of 72 acceptable curing hours, measured from
completion of previous placement to start of next placement, is considered sufficient. A
shorter waiting period may be allowed if the initial placement has reached full design
strength based on test results.
Concrete decks will also experience tensile stresses due to restrained shrinkage
(autogeneous, drying, and thermal), which will add to the live load induced tensile stresses
in the negative moment region above the interior supports. Restrained shrinkage related
tensile stresses are about 8% to 12% higher in negative moment regions for continuously
poured decks than when compared to staged pour decks.
Instructions to Designer
The Contract Plans for all multi-span continuous superstructures with any of the spans longer
than 60 feet shall include a deck placement sequence. Two placements shall be shown, except
for structures comprised of unusually long or numerous spans which will require special
treatment. See Figure 5.6 for additional guidance for the slab placement sequence. A placement
is defined as the total volume of concrete placed during a continuous work period. It may result
from one placement operation in one area, one placement operation in several areas
sequentially; or two or more placement operations in several areas simultaneously.
“Placement 1” shall include the majority of the positive moment areas in all spans. “Placement 2”
shall include all the negative moment areas plus a small portion of the adjacent positive moment
areas. Construction joint locations shall be shown in the deck placement sequence details.
These joints shall be located near points of dead load contraflexure (see Figure 5.6). In addition
to delineating the placements, this information may be helpful to the Engineer should it be
necessary to terminate the Contractor's deck placement operation due to unforeseen
circumstances.
When the total volume of deck concrete to be placed during Placement 1 exceeds 360 cubic
yards, two simultaneous placement operations shall be used. The designer shall specify this by
including a note in the deck placement sequence details.
5-16 2017
Bridge Decks
At a few project locations, the available supply of concrete will not support the use of two
placement operations. The designer must determine that sufficient concrete is available before
specifying the use of two placement operations on the plans. The determination may be
obtained by asking the Regional Materials Engineer. When the use of two placement operations
is impractical, or when special treatment is in order due to unusual length or number of spans,
contact the Construction and Foundation unit for additional guidance.
Include note 238 in Section 17.3 for all continuous structure deck slab placements.
Construction joints shall be shown parallel to the skew angle, regardless of the orientation of the
reinforcement.
Longitudinal construction joints shall not be used to reduce placement size.
The direction of placement shall be shown on the plans. The direction of placement shall
preferably be uphill and always uphill when the true (not theoretical) grade exceeds 3%. This
also applies to simple spans.
Camber-deflection data shown on the plans shall be based on the placement sequence shown
on the plans. The loads imposed by Placement 1 will be supported by the noncomposite beam
section, and partial deflections shall be computed accordingly. The loads imposed by Placement
2 will be supported by the composite beam section, n=27 (assuming a modular ratio=3n), in
positive moment areas covered by Placement 1, and by the noncomposite section in negative
moment areas. Partial deflections from the various placements included in Placement 2 shall be
computed, assuming simultaneous placement.
The Designer shall check for uplift at bearings. Where uplift is anticipated, a load vector shall be
shown at the free end bearing line (usually an abutment) towards which Placement 1 is
progressed, it shall be accompanied by a note reading:
Provide uplift restraint equal to ________ kips/Bearing. The cost of this restraint shall
be included in the price for the appropriate concrete deck item. (See Figure 5.6)
See Section 17 for additional slab placement notes to be shown on the contract plans.
5.1.9 Stage Construction Deck Slabs
5.1.9.1 General Considerations
Stage construction should be used only if absolutely necessary. It increases construction time,
Work Zone Traffic Control costs, and overall bridge construction cost. The resulting deck slab
has the potential of having lower quality than if placed in one continuous placement. However,
because site conditions often necessitate stage construction it is a common strategy employed
when replacing existing bridge decks, superstructures and complete bridges. It allows structures
to remain in service during all or most of the replacement process, thereby avoiding detours or
expensive temporary bridges.
2017 5-17
General guidance in determining pour lengths:
L1, L2, L3, Ln are the span lengths
L1’, L2’ L3’, Ln’ are the length of the dead load positive moment zone in
each respective span
PL1, PL2, PL3…PLn are the length of pour placement 1 in each respective span
1. PL1/L1’ = PL2/L2’ = PL3/L3’ … PLn/Ln’ ≥ 0.75
2. Try to keep the total quantity of pour 1 less than 360 CY and Pour 1 approximately equal to
Pour 2, with a maximum of 360 CY for pour 2.
Figure 5.6
Multi-Span Slab Placement Sequence
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Bridge Decks
During the construction operation, a portion of the proposed bridge width is built as an
independent bridge for a specific stage of that construction process. Thus, a "bridge" exists
in service for some period of time that may have different performance characteristics than
the finished full width structure. It is extremely important that the bridge resulting from each
stage of construction be evaluated to ensure the serviceability required during that stage.
It is also important that the bridge be analyzed for the various construction loads to which
it will be subjected, including, but not limited to, erection operations and slab placement
operations.
Attention to the design and service behavior of these partially complete structures will avoid
construction problems, unanticipated costs and delays, and potential failures. It will also provide
a better engineered structure during the various stages and eventually through the bridge’s
entire service life.
A third placement (Closure Placement) between the stages shall be used when possible. This
will help to isolate the second stage deck slab during the curing process from undesirable
vibrations caused by traffic on the first stage deck slab. In addition, the closure placement
permits a smooth transition between the top surfaces of the deck placements should they be
misaligned due to variation from the theoretical deflection of one or both groups of girders. The
closure placement should be wide enough to accommodate the transverse bar splice. If it
cannot be made wide enough, mechanical connectors shall be utilized on the transverse
reinforcement. Consideration should also be given to increasing its width to keep the first and/or
second stage overhang from exceeding the limits in Section 5.1.5.4.
Notes from Section 17 will be placed on the plans where applicable. They
also contain instructions concerning the installation of the diaphragms between the stages.
Eccentric construction stage loads (particularly on stage widths supported by 2 or 3 girders) can
cause the superstructure to noticeably move laterally during the deck placement. When lateral
movements are anticipated, additional permanent or temporary bracing to resist such
movements shall be considered. It may also be possible to brace against the adjacent existing
structure (or previously completed adjacent stage). When bracing against an adjacent structure,
the bracing must allow for freedom of vertical movement so the construction stage deck pour
deflection will occur as predicted. Top struts shall be included in all cross frames located in
temporary fascia bays of each stage of construction.
For longer spans (over 130 ft.) combined with narrow construction stage widths (2 or 3 girders),
special treatment of Superimposed Dead Loads (SDLs) shall be considered to maximize the
match between work completed in different construction stages being connected with closure
diaphragms and a subsequent deck closure placement. Specifically, the sequence of SDLs
being applied must be evaluated. For example, some SDL is often applied to the first stage in
the form of concrete traffic barriers while the second stage may have a lesser, or no, SDL
applied to it at the time of closure. A procedure to calculate these sequenced SDL deflections to
be used on the Camber and Haunch Tables is outlined in Section 5.1.9.3.
If special conditions of loading are anticipated during stage construction operations which may
require the Contractor to perform an engineering analysis during construction, ensure that this is
clearly presented by note on the plans.
2017 5-19
Curved girder bridges and bridges with high skews (>30°) require special attention since the
stage deck placement displacements can be very different from those where stage construction
is not used. A grid analysis or three-dimensional analysis is recommended for computing stage
construction behavior on curved girder bridges and bridges with high skews (>30°). For curved
girder structures, each stage must be analyzed independently in addition to analyzing the final
structure configuration. Individual stage conditions often produce the controlling design loads
and displacements on some or all of the girders.
The designer shall check the load capacity of the existing structure if it will be used to carry
traffic during a construction stage. Partial removal of the structure and/or modifications to the
lane configurations and superimposed loads for stage traffic may require load restrictions
or strengthening measures. Load restrictions are not desirable and should be avoided if
possible.
5.1.9.2 Steel Superstructures
The preferable minimum number of girders per construction stage is three. However, it is
recognized that it may be necessary to utilize a construction stage with only two girders. If a
construction stage is to be supported on two girders, the girder spacing shall be increased to a
reasonable maximum considering deck design requirements. Bottom lateral bracing shall be
used with a two girder stage system if span lengths are greater than 115 ft. Isotropic deck
reinforcing shall not be used on decks supported by two girders.
Deck overhangs should be equalized where possible to avoid having an eccentric deck concrete
load applied to the stage girder system. Eccentric deck placement loads can cause lateral
twisting and/or unequal girder deflections during the deck placement. The weight of the slab
haunches and the added thickness of the slab fascia overhang must be considered.
It is preferable to position the construction stage line at approximately the one-third point of the
girder spacing between stages.
The deck dead load deflections based on stage construction considerations shall be computed.
The actual deck load is applied to each stage to compute individual girder deflections. In many
cases, the stage deck placement load per girder will be less than the full design deck load of a
typical interior girder due to the reduced stage placement overhang. Any load eccentricity
applied to the girder transverse section for the construction stage must be accounted for. As an
alternative to computing individual girder loads and deflections, a grid analysis computer
program to model the individual construction stages may be used.
5.1.9.3 Stage Construction Deflection Calculations for Steel Structures
The following procedure may be used to calculate staged Superimposed Dead Load deflections
to be used in the Girder Camber and Haunch Tables:
1. Compute the total Design SDL uniform load for the entire completed bridge [WSDL]. This
load would include final sidewalks, railings, and design future wearing surface as well as
weight of the deck closure placement.
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Bridge Decks
2. Compute the Stage SDL uniform load actually applied to each individual construction
stage at the time of stage closure. [WSSTAGE1, WSSTAGE2...]. The deck closure
placements(s) are not included in the Stage SDL(s). Each Stage SDL will often be
different from each other. Compute the individual girder Stage SDL deflections
[dsSTAGE1, dsSTAGE2...]. If a heavy Stage SDL is applied highly eccentric to the stage
girder framing layout, (e.g., a concrete traffic barrier on one side only) the load eccentricity
should be accounted for in computing the individual girder dsSTAGEX values. Otherwise,
WSSTAGEX can be distributed equally to all girders supporting the individual stage.
3. Compute the Final SDL uniform load applied to the completed bridge after stage
closure [wfSDL], where wfSDL = WSDL - (WSSTAGE1 + WSSTAGE2...). This consists of only that
portion of the Design SDL that is applied after the stages are structurally connected to
each other. Compute the individual girder deflections attributed to the Final SDL [dfSDL].
The girder dfSDL values are computed by distributing wfSDL equally to all girders in the final
bridge section.
4. The individual girder SDL deflections for each stage's girders [dSDL] are computed as
follows:
For (an individual) Stage X girder: dSDL = dsSTAGEX + dfSDL
dSDL shall be the value used on the girder Camber Table for the SDL deflection incorporated
into the girder Haunch Table.
5.1.9.4 Prestressed Concrete Superstructures
A complete discussion can be found in Section 9 of this Manual.
5.1.10 Deck Sealers
Sealers are an effective means of protecting concrete from the ingress of water and chlorides,
while having minimal effect on the concrete's ability to breathe (transfer water vapor). Applying
sealers to new concrete protects the concrete while it matures and becomes less permeable.
Sealers protect existing structural concrete from corrosion-related distress by preventing or
limiting chlorides from getting to reinforcing steel.
There are two types of sealers: surface and penetrating types. Only penetrating sealers are
used to seal decks.
When penetrating sealers are applied to concrete, they penetrate the surface,
chemically bond to the concrete, and prevent water and chlorides from diffusing into the
concrete as well as entering through hairline cracks in the concrete. Because the sealers
bond below, not on, the surface, they cannot be abraded away easily. Good surface
preparation prior to applying the sealer is essential to achieve the desired maximum
penetration. Contaminants must be totally removed and the surface allowed to dry.
When the surface is properly prepared, a five-year service life of the sealer can be
achieved.
Penetrating sealer shall be applied to all new and concrete overlaid bridge decks, to protect the
surface from scaling due to early exposure to deicing chemicals. This is required because the
majority of bridge deck and overlay placements occur late in the construction season thereby
making them prone to early exposure to deicing chemicals, and because the concrete,
regardless of age, will receive some benefit from the application of a sealer.
2017 5-21
Penetrating sealers shall be used on all parapets and barriers after the concrete has cured and
the exposed surfaces have been lightly sandblasted to remove any curing compounds that
could prevent penetration of the sealers into the concrete..Designers shall use the Protective
Sealing Of Structural Concrete item for barriers and parapets, which includes light sand or shot
blasting.
Usage Guidelines
New Bridge Decks: To protect new, “green,” concrete from scaling, a penetrating type sealer
(which does not contain an aqueous solvent/carrier) shall be applied to the top surface of all
newly constructed bridge decks, bridge deck rehabilitations, sidewalks and concrete approach
slabs.
Existing Bridge Decks: Application of sealers to the top surface of existing bridge decks shall
be in accordance with the appropriate Item. Place Note 150 of Section 17.3 on the plans.
Existing decks with good quality concrete and epoxy-coated reinforcing steel should generally
not be considered for sealer application. Decks with such protection are usually only sealed as a
remediation for construction, material, or other problems, such as hairline cracks or an open
surface. The use of sealers in these situations should be decided on a case by case basis, in
consultation with the Regional Materials Engineer. Sealers are not a viable alternative for
protecting improperly air entrained concrete.
Sealers may be used on existing decks with uncoated steel reinforcing bars or less than
3 inches of cover to slow down any existing corrosion and postpone more costly repairs.
Sealers do not stop corrosion, but the corrosion process is slowed by reducing intrusion of water
and chlorides.
5.1.11 Aggregate Requirements for Concrete Decks and Approach Slabs
To provide adequate wet-weather friction, a concrete wearing surface must have sufficient
macrotexture and microtexture. Macrotexture is provided by manipulating the concrete surface
during or after construction (e.g., Astroturf drag and saw-cut grooving). Microtexture is the
texture on the surface of the exposed aggregate particles.
As concrete decks and approach slabs are subjected to traffic loads the cement paste abrades
away, reducing macrotexture. If wear becomes excessive before the slab reaches the end of its
structural life, macrotexture can be improved through relatively inexpensive treatments such as
saw-cut grooving.
Traffic also reduces the microtexture of the concrete surface by “polishing” the exposed
aggregate surfaces. The hardness of the aggregate determines its resistance to polishing under
traffic. Once compromised, microtexture cannot be restored through inexpensive treatments,
and in most cases the only remedy is to overlay the surface. Therefore, it is essential that
appropriate aggregate be used during initial construction of the slab. Since harder aggregates
are more expensive and of limited supply, it is not appropriate to simply use the hardest
aggregates in every situation.
The required aggregate hardness depends on the traffic volume and site geometry. High traffic
volume (AADT), braking traffic, or turning traffic will polish aggregate more quickly than straight
rolling traffic. The NYSDOT Standard Specifications for Construction and Materials contains
requirements for four types of friction aggregate; Types 1, 2, 3, and 9. Each type is intended for
use under specific traffic and geometric conditions. The aggregate requirements are in addition
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Bridge Decks
to all surface texture requirements such as turf drag or saw-cut grooving. Increasing the
macrotexture from these treatments does not compensate for using inappropriate aggregate.
If any portion of the bridge deck or approach slabs meets any one of the criteria listed below,
use the Aggregate Type Selection table (Table 5-4) to determine the appropriate aggregate. If
the bridge deck or approach slabs do not meet any of the criteria, use Type 9 aggregate. The
designer shall specify only one type of aggregate for each bridge and its approach slabs by
selecting the appropriate pay item.
• The deck or approach slabs are ≤ 500 ft. before a stop sign, traffic signal, or yield sign,
as measured from the stop bar or yield sign.
• The deck or approach slabs are in a location where vehicles regularly queue regardless
of distance from a traffic control device.
• The deck or approach slabs are ≤ 500 ft. from the point of curvature of a curve requiring
reduced speed limit, chevrons, advisory speed, advisory curve or other warning signs or
signals as defined in the Manual of Uniform Traffic Control Devices (MUTCD).
• The deck or approach slab is ≤ 500 ft. before an exit ramp, as measured from the
initiation of the taper for the deceleration lane.
• The deck or approach slab is ≤ 500 ft. after an entrance ramp, as measured from the
terminus of the taper for the acceleration lane.
• The deck or approach slab is located on an entrance or exit ramp.
• Any location where the ratio of wet weather crashes to total accidents is greater than the
state average for the same facility type.
Traffic Location Aggregate Type
High Volume 1 Downstate 2 Type 1
Upstate 2 Type 2
Low Volume 1 All Type 3
1. "High Volume” refers to single lane bridges with design year AADT over 4,000, 2 or 3 lane
bridges with two-way design year AADT over 8,000, or bridges with 4 or more lanes with two-way
design year AADT over 13,000. ”Low Volume” refers to bridges not meeting the aforementioned criteria.
2. The City of New York and the surrounding counties of Dutchess, Nassau, Orange, Putnam,
Rockland, Suffolk, and Westchester are referred to as “Downstate”. All other areas are referred to as
“Upstate”.
Table 5-4
Aggregate Type Selection
2017 5-23
5.2 Jointless Decks

Leaking deck joint systems are one of the most significant causes of bridge deterioration.
Although deck joints function properly at first, over time they become less reliable. Therefore,
current DOT policy is to eliminate deck joints whenever possible.
5.2.1 Jointless Decks over Conventional Abutments
A jointless bridge deck over a conventional abutment is one where the bridge superstructure is
supported on conventional bearings and the deck slab is continuous with the approach slab
over the abutment backwall with only a construction joint separating the two slabs. All
temperature expansion and contraction of the superstructure is, therefore, transmitted into
horizontal movement through the expansion bearings and the sliding of the approach slab over
the abutment backwall. Rotation due to beam deflections and approach slab settlement shall be
handled by a full depth construction joint between the deck slab and the approach slab. A bond
breaker is used on top of the backwall, between the slabs and the wingwalls and over the
approach subgrade at the expansion end. The deck slab shall not haunch down to an end
diaphragm at a jointless abutment. Haunching the deck slab to an end diaphragm designed to
carry live loads is not necessary since the deck slab is supported directly by the very stiff
backwall, the end diaphragm would carry little or no load.
Jointless bridge decks at conventional abutments shall be used with the following criteria:
• Approach slabs shall be used. See Section 13 of this manual for appropriate details.
• Maximum skew of 45° at the expansion end for expansion lengths up to 100 feet.
Maximum skew of 30° at the expansion end for expansion lengths over 100 feet. It is
difficult for the slab to slide over the backwall when the skew exceeds 30°.
• Jointless deck detail is allowed at abutments with expansion ends and U-wingwalls if the
skew is 15 degrees or less with a bond breaker between the U-wingwalls and the
approach slab. See Section 13.1.3 for approach slab width criteria.
• Maximum skew of 60° at the fixed end.
• Jointless deck details shall be used at the fixed end of the span even if a conventional
expansion joint is used at the expansion end.
• At the fixed end of curved girder bridges.
• Maximum expansion length at the abutment of 200 feet (Expansion length is defined as
the distance from the ℄ of the expansion bearing to the ℄ of the nearest fixed bearing.)
• When the expansion length at an abutment exceeds 65 feet, provision for expansion
must be provided at the end of the approach slab by using the appropriate sleeper slab
detail shown on the current BD sheet.
5.2.2 Jointless Decks at Integral and Semi-Integral Abutments
Another type of bridge with jointless deck details is one with integral or semi-integral abutments.
While bridges with jointless decks over the abutments are supported on conventional
abutments, they do not rigidly connect superstructure and substructure. If possible, the first
choice for any bridge would be to construct an integral abutment, rather than construct a bridge
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Bridge Decks
with a jointless deck over conventional abutments. Integral abutments are more cost effective
because of their simpler details. Situations where integral abutments cannot be used include
locations where the footings are on rock, where sufficient pile penetration is not possible, where
an unusually tall abutment is necessary, or with high skew angles. In these situations, the
possibility of a semi-integral abutment should be investigated before a jointless deck over the
abutment is used. See Section 11.2.1 for Integral and Section 11.2.2 for Semi-Integral abutment
considerations.
5.2.3 Jointless Decks at Piers (Link Slab)
Most of the multi-span bridges built prior to the mid 1970’s in New York used a simple span
beam arrangement with deck joints. Over time these joints leaked and caused deterioration of
bridge elements below the deck joints. Current DOT policy is to eliminate these joints whenever
possible. One solution to eliminate the deck joint at a pier is to connect the simple span decks
with a link slab.
The NYSDOT Office of Structures, Structures Design Bureau, has developed an innovative link
slab design using Ultra High Performance Concrete (UHPC). UHPC used in NYSDOT
applications contain high strength steel fibers. The presence of the high strength steel fibers in
the mix allows a properly designed link slab to accommodate the necessary rotation at those
connections without significant structural damage to the link slab or other parts of the bridge.
The micro-cracking developed due to the bending of the link slab is very tight and should reduce
moisture penetration to a negligible amount.
NYSDOT has also designed conventional link slabs with regular HP concrete. A bond breaker is
required along the top flange at the ends of the girders near the pier to allow the slab to flex
independently of the girder which reduces the negative bending moment in the slab.
This moment though is still substantial and the deck reinforcement must be carefully designed
for it.
A contraction joint shall be provided in any concrete pour over the link slab location
(barrier, sidewalk, curb, etc.).
The link slab is designed to flex with girder deflections as well as to transmit compressive and
tensile loads between the spans. The design is influenced by, but not limited to, span
arrangement, bearing type and arrangement, girder end rotation due to live load, bridge skew,
and girder depth. The design and detailing of the link slab is fairly complex and the field
performance data based on actual installations is currently limited. To ensure appropriate
application, design and detailing of the link slab, early coordination with the Office of Structures
is essential and shall only be used with the approval of the D.C.E.S.
5.3 Other Deck Types
Concrete decks are almost always used on State-owned bridges but other deck types shall only
be used in special circumstances with the approval of the D.C.E.S. Some of these deck types
are discussed below:
Timber - Timber decks shall only be used on low-volume rural roads. Timber decks can be of
plank construction where timbers are fastened to stringers with their wide dimension horizontal.
Timber decks can also be glue laminated or nail laminated with their narrow edge horizontal.
There are many variations in details for timber decks. Timber decks will usually need some kind
of wearing surface, in most cases asphalt, to make them more skid resistant.
2017 5-25
Open Steel Flooring - This deck uses open steel grating supported on steel stringers. It should
not be used for new construction because its open construction leaves the underlying structure
vulnerable to corrosive attack. These decks also have low skid resistance. Open steel flooring
is, however, a lightweight deck. It shall be used only in rehabilitation projects where reduction of
dead load is critical. Open steel flooring shall be galvanized to increase its service life. If the
underlying floor system under an open steel flooring is being replaced, it shall be galvanized as
well to increase its service life.
Filled Steel Flooring - Similar to open steel flooring, except the grating is filled with a Class DP
(small aggregate concrete, which improves protection of the structure and skid resistance of
the deck.
Composite Unfilled Grid Decks - Composite unfilled grid decks, commonly referred to as
Exodermic™ decks, are a lightweight, modular deck system comprised of a reinforced concrete
slab with an unfilled steel grid. These decks can be cast-in-place or precast. Deck thicknesses
may vary from 7½ to 10 inches.
Advantages are lighter weight without sacrificing stiffness or strength and speed of construction.
Precast panels can often be erected during a short work window.
The specification for this product does not provide for design delegation. Therefore, it is the
designer’s responsibility to design all aspects of the superstructure and provide all appropriate
details in the contract plans. Justification for using this system should include comparisons to
other lightweight deck systems.
Precast Concrete Decks - There are a number of variations of this type. Their principal
advantage is to shorten construction time. They can be advantageous for deck replacement
projects in high traffic volume areas where detours and lane restrictions are limited.
If precast concrete decks are used with a multi-beam configuration, the designer shall take into
account the actual dead load distribution when determining the camber and stress being applied
to the beams. The dead load deflection of the beams will differ with a precast deck compared to
a cast-in-place concrete deck, especially with regards to the superimposed dead loads. This
will ensure that the superstructure will deflect as expected and maintain the proposed roadway
profile as well as the vertical clearance underneath the bridge. In addition, for precast decks,
the non-composite dead loads are usually less at the exterior beams as there is less overhang
concrete compared to the cast-in-place solution. The joints between precast deck panels and
the composite connection to the girders shall be as shown on the relevant BD sheets.
The use of concrete barriers precast with the deck panel shall be limited to situations where it is
essential for meeting the accelerated schedule. In such situations, the barrier loads is
introduced as a non-composite dead load as opposed to a composite dead load when the
barrier is placed after the deck has been made composite. When the precast deck with
integrally cast concrete barriers and a C.I.P deck and barriers are both allowed as options, the
barrier load shall be treated as a DC1 load for design. The designer shall take both loading
situations into account when calculating beam cambers and necessary information shall be
provided on the plans.
Prefabricated Modular Deck Beam Elements (PMDBE - This system is comprised of precast
concrete decks composite with a pair of steel beams or girders. The panels are installed and
tied together with closure pours to create a single composite cross section. The advantages of
this system is quicker construction.
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Bridge Decks
Similar to the use of precast decks, the designer shall also take into account the actual dead
load distribution, including superimposed dead loads, when determining the camber and stress
being applied to the beams. The prefabricated bridge panels can be fabricated in a no-load
configuration during the deck pour, reducing the design load on the beams. If this technique is
utilized, the beams must be designed to accommodate a future deck replacement in which case
the deck will not be installed in a no-load configuration, and shall be treated as a DC1 load.
Prestressed Concrete Deck Beam Elements (PCDBE) – This system consists of adjacent
precast concrete beam elements (deck bulb tees, NEXT beams Type D, modified adjacent box
beams). For these structures, the top flange acts as the bridge deck to distribute live loads
transversely between elements. The top flange shall have a minimum thickness of 8 inches after
any grinding and have two layers of reinforcement designed as a conventional deck. The
closure pours between elements may be filled with HPIC concrete, UHPC, or non-shrink grout
conforming to the details shown on the BD sheets. The use of UHPC allows for shorter lap
lengths and significantly smaller closure pours. UHPC closure pours are highly crack resistant
and significantly more durable, but are more expensive than those with HPIC concrete.
Typically, the top flange is cast with a thickness greater than 8 inches to allow for grinding in the
field. In addition, the beam may also be cast with a variable depth top flange to accommodate
the required profile. The designer shall consider the beam camber and growth, final roadway
profile, and construction tolerances when determining the extra thickness required for the top
flange. For span lengths over 100 feet the joint details used shall be as shown on the relevant
BD sheets. For situations where a uniform finish of the deck surface is important for
aesthetic reasons, a ¾” minimum polyester polymer concrete overlay shall be used to
obtain the final roadway surface.
5.4 Deck Drainage
It is important to provide good deck drainage on all structures primarily for traffic safety reasons,
but also to prevent structure deterioration from ponding water and improperly directed drainage.
To facilitate runoff and provide better skid resistance, the surface of all concrete bridge decks
and approach slabs shall be finished with longitudinal saw cut grooving. Grooves are 0.1 inches
wide and 0.15 inches deep, spaced 0.75 inches on center, and are cut after the concrete has
cured.
The most effective way to provide bridge deck drainage is to use curbless details. The required
drainage must be balanced with railing/barrier requirements for the type of facility. Water quality
issues must be considered before proposing to use curbless railing systems over waterways.
Good drainage design includes provisions to remove as much water as possible that would flow
onto the bridge at the high end of the structure. This can be accomplished by locating drainage
inlets approximately 10 feet before either the further of the wingwall end or approach slab end
when a curbed highway section exists. If there are no curbs on the approaches to the structure,
drainage shall be handled with stone lined gutters.
If a bridge has curbs or traffic barriers the designer shall check the deck drainage design. Bridge
deck drainage needs to be designed in accordance with FHWA Circular HEC No. 21 - Design of
Bridge Deck Drainage, May 1993. The design is to be based on rainfall intensity of the most
severe storm of five-minute duration likely to occur in a ten-year period.
2017 5-27
Design criteria for bridge deck drainage are based on maintaining the following conditions:
• Maximum width for the spread of water is 12 feet.
• Maximum spread depth is ½ inch less than the curb height.
• For highways with design speeds less than 45 mph, puddles may encroach into a travel
lane only to a point where 8 feet of the lane remains unencroached by the puddle width.
• For highways with design speeds greater than or equal to 45 mph, puddles should not
encroach into any portion of a travel lane.
If any of the above conditions cannot be met, scuppers (drains) must be provided.
Scuppers typically become necessary with a combination of a long (over 325 ft.), wide (over 50
ft.) bridge and a flat grade (less than 2%). The average bridge typically does not require
scuppers. They shall not be used unless needed because of their tendency to
contribute to deck and superstructure deterioration.
Consider scupper locations prior to finalizing girder spacing to avoid interference between
the outlet and the girder flanges.
When used, scuppers shall be located so they do not discharge onto travel lanes,
sidewalks, shared-use paths, railroad rights-of-way or any shoulder or surface sloping
toward the travel lanes. Scuppers should be midway between cross frames or
diaphragms and away from abutments and piers, if possible. Metal scuppers shall be
galvanized. Scuppers shall have downspouts extending at least 1 foot below the
superstructure. Diffusers shall be used over land unless erosion protection is provided or the
free fall exceeds 25 feet. Scuppers can discharge into downspouts carried down to ground
level or to a closed drainage system. However, this method is discouraged because of the
susceptibility of the downspouts to freezing or becoming plugged with debris. Bends in
downspouts should be kept to a minimum. A clean out fitting shall be located at each bend.
Scupper details are shown on the current BD sheet.
Scupper grates shall be of a bicycle-safe design. These are usually reticuline grates or parallel
bar grates with welded transverse bars. See the FHWA publication Bicycle-Safe Grate
Inlet Study for guidance. See also the NYSDOT Standard Sheets with inlet grates for
examples of bicycle safe designs.
In urban areas, if downspouts extend to the ground, and the potential exists for
malicious damage, steel pipe may be used. Fiberglass downspout systems have more impact
resistance than PVC systems. PVC systems are no longer recommended due to cold
temperature characteristics.
Occasionally, downspouts have been encased in the substructure concrete. This practice
shall be avoided whenever possible, because it usually creates clean out problems and
can also result in chloride damage to the concrete. Placement of downspouts within
substructure elements is only allowed with the aproval of the DCES. If used, the installation
shall include a 1 inch compressible protective covering between the pipe and the concrete
to accommodate expansion of the pipe and shrinkage of the concrete.
Downspouts shall be placed at the least objectionable location by attempting to hide them from
view behind columns. The surface below the outfall shall be protected by the use of a stone,
concrete slab, or grouted block paving. Scuppers shall also be hidden from view, if possible,
when they negatively affect the aesthetic appearance of the bridge.
5-28 2017
Bridge Decks
5.5 Deck Expansion Joints
5.5.1 Transverse Expansion Joints
Many deck joints and details have been used over the years, with varying results. The one
constant result is that nearly all joint systems leak after some time in service. Therefore, their
use shall be avoided through the use of continuous spans, integral or semi-integral abutments,
and jointless abutments whenever possible.
Joint systems currently in use include armorless joints, armored joints and modular joints. See
the current BD sheets for selection criteria for each joint system.
5.5.1.1 Armorless Joint Systems
Armorless joint systems are still the preferred system for superstructure movement of 2½ inches
or less. This range of movement has historically been handled by armored joint systems with
compression seals, which are no longer the preferred system (see Section 5.5.1.2). Armorless
bridge joint systems alleviate many problems associated with armored joints and compression
seals. However, armorless joint systems have some of their own unique problems. The
elastomeric headers will have problems if they are placed in blockouts that are not thoroughly
cleaned and dried. The seals also must be designed properly. Closed cell foam seals shall be
sized large enough that they do not go into tension even at the coldest expected design
temperatures.
Armorless joint systems have been used by NYSDOT Bridge Maintenance for many years with
good results. There are no skew limitations for armorless joint systems, but skews over 45°
require close attention to sizing criteria on the current BD sheets.
The elastomeric concrete used in armorless joint systems offers a durable header material that
cures faster than traditional concrete, but can only be applied to dry concrete meeting the
requirements of the elastomeric concrete specification. This minimizes lane closure times,
reduces Work Zone Traffic Control costs and shortens delays to the traveling public. Unlike
traditional concrete, fresh elastomeric concrete bonds well to previously placed fully cured
material. It can be installed in segments, making it adaptable to staged construction as well as
staged repairs or replacements. Elastomeric concrete headers are not considered structural
concrete and shall not overhang the concrete slab underneath the header.
The poured liquid sealant, closed-cell foam seals or preformed seals of armorless joint systems
are easily placed in their entirety or in segments. They require very little time to place and/or
cure allowing restoration of traffic in a matter of hours.
When replacing an existing armored joint and header for a rehabilitation and the opening
between the deck and the backwall or between deck slabs exceeds the maximum opening given
in the BD sheets it may still be possible to use an armorless joint without doing additional deck
work. If the maximum opening (set opening + design movement) does not exceed 4 ½ inches,
an armorless joint with a preformed seal can still be used. The preferred option is to first remove
the existing headers and any unsound concrete at the end of the deck. Then, replace the
removed concrete and part of the header with structural concrete while reducing the set joint
opening to the opening required for temperature movement of the structure. After that concrete
has cured and dried, replace the joint system with a new header and seal as shown in the BD
sheets.
2017 5-29
5.5.1.2 Armored Joint Systems
Persistent maintenance problems with armored joints have been routinely encountered. During
initial construction, proper consolidation of concrete under the horizontal leg of the armoring
angle is difficult. The resulting voids lead to water collecting under the angle. When this water
freezes it lifts up the armoring angle and increases the likelihood of snow plow impact.
An additional problem is corrosion of the steel angle. On the vertical face, corrosion creates a
gap at the seal to angle interface which allows water to leak onto the superstructure and
substructure elements below. On the horizontal face, corroding steel causes the concrete in
contact with the angle to spall away, creating a larger gap for water to get under the angle. This
causes leakage behind the angle in even when the seal remains watertight.
Repair of damaged armored joint systems is time consuming and difficult. Damaged
compression seals cannot be repaired and must be replaced in their entirety. Typically the
whole system needs replacing which requires removal and replacement of the concrete header
and armoring angles. This requires jack-hammering, cutting out the steel angles, and placing
new steel angles and concrete. The repaired section cannot be opened to traffic until the
concrete has cured, requiring long term lane closures.
There are skew limitations for armored joint systems. See the current BD sheets for allowable
skews and selection criteria.
5.5.1.3 Modular Joint Systems
Modular joint systems are used for larger movements. Single-cell modular joint systems may be
used for up to 2 inches of superstructure movement. Multicell modular joint systems are used
for superstructure movement over 2 inches. There are no skew limitations for modular joint
systems but skews over 45° require close attention to sizing criteria on the current BD sheets.
5.5.2 Longitudinal Joints
When the bridge width exceeds 90 feet, a longitudinal deck joint shall be used. This is especially
true for bridges whose width approaches or exceeds the bridge span. The type and placement
of this joint shall take the following bridge characteristics into consideration:
 Bridge deck drainage pattern (i.e., crosslope).
 Likelihood that traffic will have to traverse the joint.
 The existence of a raised or flush median.
 The existence and location of any median barrier.
A 1 inch joint is recommended if traffic is likely to traverse the joint. If a raised median with or
without concrete traffic barrier is present, a 2 inch joint is recommended. If the joint is at or near
the roadway surface, it shall be sealed. If half-section adjacent concrete traffic barriers are used,
the closure of the joint is optional. A pourable seal with a backer rod is the recommended
closure material in either case.
In certain situations, it may be advantageous to eliminate the longitudinal joint by the use of
expansion bearings in the transverse direction. This shall only be done with approval from the
D.C.E.S. The internal bearings are made fixed and handle all the fixity demand for this case.
5-30 2017
Bridge Decks
5.6 Sidewalk and Brush Curb Overlays
All sidewalks and brush curb overlays shall be paid for under Item 557.30, Sidewalks and Safety
Walks. The advantage of this item is that it includes the steel reinforcement and provides for a
wet cure of the concrete.
5.7 Winter Surface Treatment
Item 557.29, Winter Surface Treatment - Superstructure Slabs and Structural Approach Slabs,
shall be included in all projects that have superstructure slabs and/or structural approach slabs.
The limits of winter surface treatment shall include the superstructure slab, approach slab and
any sidewalk or safety walk.
2017 5-31
Section 6
Bridge Railing
6.1 Introduction
The function of bridge railing is to provide some protection at the edges of structures for traffic
and pedestrians. In performing this function, the railing must have the strength to withstand
the vehicular impact and the geometry and details to safely redirect the vehicle without serious
snagging or overturning. The decision of what type of railing to use is based on many factors
including traffic volume, design speed, bridge geometry and the number of heavy trucks.
The development of any new railing or barrier system must meet the requirements
established in the AASHTO Manual for Assessing Safety Hardware (MASH). The MASH
sets forth crash test requirements and criteria for accepting railing systems. The current
standard NYSDOT Steel Bridge Railing and Concrete Barrier systems (as detailed in the
Bridge Detail (BD) sheets) developed under NCHRP 350 are still approved and may
continue to be manufactured and installed. Systems approved for use under NCHRP
350 criteria are not currently required to be retested using MASH criteria.
6.2 Types of Railing
The following is a list of the types of railing/barrier systems used by NYSDOT:
 Steel Bridge Railing (Traffic or Vehicular) - A railing used for the purpose of
providing a physical barrier to safely restrain vehicles on the bridge.
 Pedestrian Railing - a railing or fencing with railing system that provides a

physical barrier for pedestrians crossing a bridge and is of sufficient height to
minimize the likelihood of a pedestrian or bicycle falling over the system.
 Bicycle Railing - a railing or fencing with railing system that provides an extra
high physical guide for bicyclists crossing a bridge and is of a height to
minimize the possibility of a bicyclist falling over the system.
 Combination Railing - A bicycle or pedestrian railing system added to a traffic

railing or concrete barrier system.
 Vertical Faced Concrete Parapet - a traffic barrier system of reinforced

concrete, usually used adjacent to a sidewalk.
 Permanent Concrete Traffic or Bridge Barrier - a traffic barrier system of

reinforced concrete having a traffic face which is a safety shape, single-slope,
F-shape or Texas Aesthetic type Barrier.
 Transition - a railing system which is designed to provide a gradual change in
stiffness from a flexible highway guide rail to a rigid bridge rail or to a concrete
barrier or to a concrete parapet.
2017 6-1
6.3 Railing and Barrier Design for New and Replacement Bridges
6.3.1 Service Levels
The first step in the selection of a railing/barrier system is to establish the proper design
service level for the bridge. The service level is designated in terms of Testing Levels TL-1
thru TL-6 as defined in the NYSDOT LRFD Bridge Design Specifications. An earlier system
of determining service levels exists in the 1989 AASHTO Guide Specifications for Bridge
Railings which used performance Levels PL-1 thru PL-3. There is a reasonable equivalency
in the crash test requirements as follows:
MASH 1989 AASHTO
TL-2 PL-1
TL-4 PL-2
TL-5 PL-3
The 1989 AASHTO Guide Specification contains warrants based on ADT, design speed,
percentage truck traffic and horizontal and vertical geometry. Although there is an ongoing
study to reevaluate these criteria, these warrants provide a rational basis for the railing/barrier
selection.
The general descriptions of the service levels to be used are as follows:
TL-2 (PL-1) –Taken to be generally acceptable for work zones and most local and collector
roads with favorable site conditions as well as locations where a small number of heavy
vehicles is expected and posted speeds are reduced (speed limits less than 50 mph).
TL-3 –Taken to be generally acceptable for highway applications on high-speed highways,

freeways, expressways and Interstate highways with a mixture of trucks.
TL-4 (PL-2) –Taken to be generally acceptable for the majority of bridge applications on
high-speed highways, freeways, expressways and Interstate highways with a mixture of
trucks and heavy vehicles.
TL-5 (PL-3) –Taken to be generally acceptable for same applications as TL-4 when those
highways have a high traffic volume, a high truck traffic volume or when unfavorable site
conditions justify a higher level of rail resistance.
A recommendation of the Bridge Railing Service Level will be made by the Regional Structures
Engineer to the Deputy Chief Engineer Structures (DCES) based on the general descriptions
above and the NYSDOT LRFD Bridge Design Specifications and included in the Bridge Data
Sheet Part A. The Bridge Railing Design Service Level will be shown in the preliminary
structure plan package.
6-2 2017
Bridge Railing
6.3.2 Railing/Barrier Design Alternatives
Once the appropriate service level has been established, some functional and geometric
criteria need to be established. These criteria are discussed as follows:
Feature Crossed - Bridges over another highway or railroad must have either a concrete
barrier or a curb to prevent roadway drainage from dropping onto the under feature.
Bridges over waterways may use a curbless section as long as the Feature Carried is not
an interstate or other controlled access highway.
Pedestrian Traffic (Sidewalk on Bridge) - Bridges carrying a sidewalk must use a

concrete parapet or four-rail railing at the fascia with a minimum height of 42” above the
sidewalk surface. Sidewalks shall not be placed adjacent to traffic lanes with design
speeds over 50 mph unless they are separated from vehicular traffic by a traffic railing or
barrier. When a sidewalk is separated from vehicular traffic by a traffic railing, then a
minimum 42” high pedestrian railing or fencing with a railing must be used on the fascia.
Pedestrian Traffic (No Sidewalk on Bridge) - A railing or concrete barrier with a

minimum height above the roadway of 42” shall be used.
Bicycle Traffic - If a bridge bicycle railing is to be used, it shall be a railing or combination

concrete barrier and railing with a minimum height of 42” above the roadway surface.
The Highway Design Manual (Chapters 17 and 18) shall be consulted for warrants to
determine when bicycle or pedestrian railing should be provided.
Bridges that carry bicycles separated from vehicular traffic may use either of the bicycle/
pedestrian railings shown on BD-RP2 or BD-RP3 on the fascia of the bridge. If a steel railing
is used to separate the traffic from the bikeway then a rub rail(s) shall be placed on the back
side of the traffic railing to protect the bicyclists from the railing posts. Fencing with a railing
can be used as an alternate to the bicycle/pedestrian railings on the fascia. Standard details
shown on the fencing BD sheets can be used, but the posts and rails must be designed to
withstand the loads specified in the NYSDOT LRFD Bridge Design Specifications for bicycle
and pedestrian railing.
Table 6-1 shows the available railing and barrier options for the different design service
levels. Please note that precast barrier options are only available up to the TL-4 level.
Current BD Sheets should be consulted for the details of the various systems.
2017 6-3
TL-2 (Less than 500 TL-2 (Less than or TL-2 (Greater than TL-4 TL-4 and 42” Height
TL-5
AADT) equal to 1500 AADT) 1500 AADT) Required
1. 42” Single-Slope 1. 42” Single-Slope 1. 42” Single-Slope 1. 42” Single-Slope 1. 42” Single-Slope 1. 42” Single-Slope
(BD-RCB5E (BD-RCB5E (BD-RCB5E (BD-RCB5E (BD-RCB5E) (BD-RCB5E) [CIP
and slip formed
2. 42” F-Shape 2. 42” F-Shape 2. 42” F-Shape 2. 42” F-Shape 2. 42” F-Shape
options only]
(BD-RCB8E) (BD-RCB8E) (BD-RCB8E). (BD-RCB8E) (BD-RCB8E)
2. 42” F-Shape
3. 42” Vertical Parapet 3. 42” Vertical Parapet 3. 42” Vertical Parapet 3. 42” Vertical Parapet 3. 42” Vertical Parapet
(BD-RCB8E)
(BD-RCB11E) (BD-RCB11E) (BD-RCB11E) (BD-RCB11E) (BD-RCB11E)
3. 42” Vertical
4. Steel Four-Rail 4. Steel Four-Rail 4. Steel Four-Rail 4. Steel Four-Rail 4. Steel Four-Rail
Parapet
(BD-RS2E) (BD-RS2E) (BD-RS2E) (BD-RS2E) (BD-RS2E)
(BD-RCB11E)
5. Steel Three-Rail with 5. Steel Three-Rail with 5. Steel Three-Rail 5. Steel Three-Rail 5. Steel Three-Rail
Brush Curb (BD-RS3E) Brush Curb (BD-RS3E) with Brush Curb (BD- with Brush Curb (BD- with Brush Curb (BD-
RS3E) RS3E) RS3E)
6. 32” Safety Shape 6. 32” Safety Shape
(BD-RCB1E) (BD-RCB1E) 6. 32” Safety Shape 6. 32” Safety Shape
(BD-RCB1E) (BD-RCB1E)
7. Steel Five-Rail 7. Steel Five-Rail
Curbless Curbless 7. Steel Five-Rail 7. Steel Five-Rail
(BD-RS3E) (BD-RS3E) Curbless Curbless
(BD-RS3E) (BD-RS3E)
8. Steel Two-Rail with 8. Steel Two-Rail with
Brush Curb Brush Curb (BD-RS1E) 8. Steel Two-Rail with 8. Steel Two-Rail with
(BD-RS1E) Brush Curb Brush Curb
9. Steel Three-Rail
(BD-RS1E) (BD-RS1E)
9. Steel Three-Rail Curbless
Curbless (BD-RS1E) 9. Steel Three-Rail 9. Steel Three-Rail
(BD-RS1E)1. Curbless Curbless
10. 42” Texas-Type
(BD-RS1E) (BD-RS1E)
10. 42” Texas-Type (BD-RCB14E)
(BD-RCB14E) 10. 42” Texas-Type
11. Double Box Beam-
(BD-RCB14E)
11. Double Box Beam- Rail Curbless
Rail Curbless (BD-RL3E) 11. Timber Rail
(BD-RL3E) (BD-RT1E)
12. Timber Rail
12. Thrie Beam (BD-RT1E)
(BD-RL1E)
13. Timber Rail
(BD-RT1E)
Table 6-1
Railing and Barrier Selection Table
Bridge Railing
6.3.3 Railing/Barrier Selection
6.3.3.1 Interstate and Controlled Access Highways
All new and replacement bridges and deck or superstructure replacements on interstate and other
controlled access, high-speed highways shall use concrete bridge barriers (parkways without
truck traffic and culvert structures are excluded). For interstate bridges, 42” high F-Shape or 42”
single-slope barrier shall be used. For other fully or partially controlled access, high speed
highways, designers shall evaluate the required railing design service level according to Section
6.3.1 to determine if the service level is TL-4 and if a 32” high concrete safety shape barrier can
be used or if a 42” high barrier is required.
Exceptions to this guidance shall be discussed and justified in the Design Approval Document
and be submitted for approval by the DCES. Examples of exceptions that will be considered are
a deck replacement when the existing superstructure is not adequate for the increased loads
associated with a concrete barrier or where a concrete barrier on the inside of a curve could
reduce sight distance to less than the allowable.
A number of crashes have involved tractor trailers penetrating steel bridge rail and causing severe
damage and injury. There is a common misperception that steel bridge railing is designed to
contain a heavy tractor trailer impact. In reality, the current standard two-rail and four-rail bridge
railings were designed and tested to TL-4, under NCHRP 350, to contain a 4400-lb pickup truck
at 60 mph with a 25-degree angle of impact and an 18,000 lb. single-unit van truck traveling at
50 mph with a 15-degree angle of impact. The design standards for railing systems prior to
NCHRP 350 had significantly lower impact loads.
The current NYSDOT Steel Bridge Railing systems were not designed for an impact by an
80,000 lb. tractor trailer (TL-5 level of service). It is extremely difficult to design and install posts
for a steel railing system to handle the impact forces and to not overload the deck at each post
location. A concrete barrier is much more effective in redirecting large trucks in that it distributes
the force to the deck through the continuous deck/barrier interface.
6.3.3.2 Railing/Barrier Considerations
The Railing and Barrier Selection Table (Table 6-1) lists the available choices for each design
category. The first choice in most design categories is a concrete barrier or parapet. This
preference is based on the concrete barrier’s strength, durability and low initial costs as well as
low maintenance costs compared to steel railing systems. Factors that may cause an alternative
selection to be made are:
Bridge Deck Drainage - On bridges over waterways where concrete barriers would require the
addition of scuppers, a curbless railing may be used if concrete barriers are not required due to
other criteria. Most bridges are short enough or narrow enough that they will not need to use
scuppers because of the concrete barriers. It is usually possible to carry the deck drainage off the
ends of the structure without scuppers, unless the bridge becomes very long, wide or has a flat
profile. The bridge deck drainage must be checked.
Aesthetics – Safety shall always be a higher priority than aesthetics. In areas where the
aesthetics of the railing/barrier is a significant concern, the service level of the roadway must be
considered when looking at the options. Railings and barriers adjacent to higher speed travel
2017 6-5
lanes (> 45 mph) shall include a smooth continuous surface to avoid vehicle snagging. No texture
or ornamentation is allowed on the surface exposed to traffic. For bridges with a lower level of
service requirement (TL-2 and lower speeds), some form liners (consult the Highway Design
Manual section 10.2.3.7B) or the Texas Type aesthetic concrete barrier are options, however, the
cost of these barriers is significantly higher. At all service levels, a concrete barrier with an outside
face (the side away from traffic) treatment using one of the many types of form liners can be
considered. Concrete cover and barrier width must be increased when form liners are used.
Concrete barrier can be colored by staining the cured concrete for an aesthetic effect. Color added
to the concrete mix is not recommended because of the variability of results. Exposed aggregate
finishes should be avoided because of maintenance concerns. The addition of stone facing should
always be avoided since grouted installations require continuing maintenance and future safety
hazards especially to traffic located below the stone faces.
A timber railing is also available for use in a few areas such as the Adirondack and Catskill Parks
where a rustic appearance is desired. Timber railing shall be limited to lower speed areas or to
bridges with a timber superstructure and/or deck.
Bridge or pedestrian railing may be painted the same color as the steel superstructure to achieve
a uniform appearance, but must be galvanized first. Painting must be done immediately after
galvanizing or after the galvanized layer has weathered. Use the appropriate Brown Rail item
(568.nn) and place General Note 68 on the plans indicating the color from 708-05 to match the
color of the surrounding painted structural steel. Modify General Note 68 to indicate that the
railing is to be painted.
Visibility - When intersections or driveways are close to the end of the bridge, an open railing
system may be selected over a concrete barrier to increase visibility of oncoming traffic from the
intersecting roadway. It should be pointed out that the visibility through the steel railings is limited
and becomes even less with the addition of pedestrian fencing or permanent snow fence to the
railing. This factor should only be a consideration in unusual circumstances.
Snow Accumulation - In areas with heavy snowfall, Regions sometimes consider using open
railing on bridges over waterways to mitigate the effect of snow accumulation on the shoulders.
The intent is to push snow through an open railing during snow plowing operations to reduce the
need for maintenance forces to remove accumulated snow from the bridge shoulder. However,
the ability to push snow through the relatively close spacing of the rails is limited at best. Bridges
over highways and railroads will ordinarily carry a snow fence on the structure. Therefore, snow
accumulation is usually not a factor in the railing or barrier decision on such bridges.
Geometric design policy for new and replacement bridges ordinarily results in a shoulder wide
enough to permit temporary snow storage. The factor of snow accumulation driving a decision to
use open railing rather than a concrete barrier should occur only in unusual circumstances.
6.3.4 Weathering Steel Bridge Railing
Use of weathering steel for bridge railing to achieve a “rustic” appearance is prohibited because
accelerated deterioration occurs inside the railing tubes. In most cases, standard galvanized steel
shall be used for steel railings. If a rustic appearance is required, painted galvanized steel may
be used, but painting must be done immediately after galvanizing or after the galvanized layer
has weathered. Contact the Standards Unit for guidance.
6-6 2017
Bridge Railing
6.3.5 Transitions
Approved transitions from Bridge Railing and concrete barrier to highway railing are shown in
the BD – RCB, RL, RS and RT series. If it is necessary to transition from corrugated beam
highway rail to box beam highway rail (or vice versa), the transition shall occur away from the
bridge in accordance with the details shown on the Highway Standard Sheets. The purpose of
bridge railing/barrier transitions is to provide a smooth transition from the rigid bridge rail/ barrier
to the more flexible highway box beam guide rail without forming a snagging pocket.
When driveways or other roadways are in close proximity to the end of the bridge and make the
use of the full transition length impossible, the designer shall utilize as much of the transition as
possible. The highway guide rail shall be terminated in accordance with the highway standard
sheets where conditions permit.
6.3.6 Modifications
Modifications to any of the standard Steel Bridge Railing or concrete bridge barrier systems
require the approval of the DCES. Any substantial modifications require a crash test to qualify the
system if it is determined by the DCES to behave differently than the approved standard
configurations.
6.4 Concrete Barrier Forming Options
The Contractor has the option of constructing concrete barrier by one of three methods: cast-in-
place, slip formed or precast. If the precast method is chosen, the Contractor shall use one of the
preapproved precast concrete barrier systems. The approved systems are listed on the
Department’s Technical Services - Materials – Approved list under Precast Concrete. The
approved systems are specific in their details, materials and method of attachment to the deck
slab. When a concrete barrier is cast on to a precast deck panel at an off-site location it is not
considered a precast concrete barrier and does not need to be a pre-approved system as long as
the attachment to the precast deck matches the cast in place standard details. The continuity
details between the barriers on the precast deck panels need to be approved by the DCES.
In certain circumstances the designer may wish to require the use of a precast concrete barrier
system. In that event, the normal barrier pay item can be used, but a note on the plans shall state
that only the precast option is allowed. No details of the barrier reinforcement or anchorage shall
be shown on the plans. A note shall be included in the plans stating that the precast barrier must
be one of the approved systems. The precast barriers approved to date are only approved to
service level TL-4. The deck, mortar bed and anchorage are considered TL-4 even though the
barrier shape matches the TL-5 concrete barriers.
2017 6-7
6.5 Pedestrian Fencing
On bridges over railroads or highways where there is a potential for vandalism from pedestrians,
pedestrian fencing shall be provided. The fencing shall be attached to the back side of steel
railings, concrete barriers and parapets. The fencing shall be set back a minimum of 10” from the
traffic side of the steel railing or barrier to minimize the potential danger from flying debris or
snagging if a truck impacts the railing or barrier and leans into the pedestrian fencing. As an
alternate, fencing may be mounted to the top of a barrier through a longer base plate or corbelled
edge as long as the standard set back distance of 10” from the face of the barrier to the fencing
is maintained. Details are shown on the BD Sheets.
Pedestrian fencing over railroads shall be carried a minimum of 20 feet past the center line of any
single track or from the centerline of each of the two most external tracks. If there is an off-track
maintenance roadway adjacent to the tracks, the fencing should be extended a distance of 3 feet
past the edge of the maintenance roadway. If the required limits of pedestrian fencing over the
railroad corridor beneath the structure are a significant portion of the overall structure length, the
Region may decide to simply run the pedestrian fencing along the entire length of the structure.
Pedestrian fencing shall have a minimum height of 8 feet as detailed on the current BD sheets
and extend to a point 10 feet beyond the outside edge of the shoulder of the under roadway.
6.6 Permanent Snow Fencing
Structures with open railing that pass over or parallel to a roadway shall be equipped with snow
fence in the area over or adjacent to the under roadway. The purpose is to retain or break up
large chunks of snow from snow plowing operations. Permanent snow fence has the potential to
create more problems than it solves such as reduced visibility and added maintenance issues
(particularly on concrete barrier) and may be unattractive so waivers may be granted with DCES
approval. When snow fence is used, it shall extend to a minimum of 10 feet beyond the outside
edge of the shoulder of the under roadway. Permanent snow fence shall be chain link fence
mounted behind the back side of the railing as detailed on the current BD sheets.
Bridges with concrete safety shape barriers (32” high) may need snow fence installed on the back
of the barrier depending on local conditions. It is recommended that bridges with concrete safety
shape barriers over interstate highways have such fencing. Bridges with higher concrete barrier
or parapet (42”) ordinarily do not require snow fence as the standard height of snow fence is 48”
(6” more). If a permanent snow fence is placed on concrete barrier, it should have a minimum
height of 2 feet above the top of the barrier. Permanent snow fence should be installed on the
back side of railing and/or barrier for the same reason discussed under Pedestrian Fencing. As
an alternate, it can be mounted to the top with certain restrictions as discussed in Section 6.5.
6-8 2017
Bridge Railing
6.7 Railing/Parapet Design Dead Loads
The following uniform dead loads based on current BD sheets in lb./ft. can be assumed
for design purposes:
Table 6-2
Railing/Barrier Design Dead Loads (lb./ft.)
6.8 Requirements for Railing Treatments on Rehabilitation Projects
6.8.1 Background
The majority of NYSDOT bridges have railings that have not been crash tested in accordance
with NCHRP 350 or MASH criteria. These existing railings are considered nonconforming
features and FHWA requires that their replacement be considered when progressing a
rehabilitation project on the structure.
2017 6-9
6.8.2 Purpose
These guidelines identify a course of action that will allow the designer to address, in a uniform
and consistent manner, the variety of situations encountered in rehabilitation project development
and design. These rehabilitation guidelines will:
1. Identify the warrants to be considered in selecting a bridge railing treatment.
2. Categorize situations based on general work strategy.
3. Propose actions for the various categories.
4. Define project decision responsibilities and authorities.
The evaluation of railing treatments on rehabilitation projects is a complex subject with many
project specific considerations. Although these requirements have been adopted, it is realized
that they cannot cover every situation and engineering judgment will be required in their
interpretation. A flow chart outlining these guidelines is shown in Appendix 6B.
6.8.3 Warrants
Numerous considerations factor into selecting the appropriate bridge railing treatment on a
rehabilitation project. Evaluation of the following contributing factors should provide sufficient
information to identify the criteria that define the logic on which the designer’s decision is based:
 Existing Bridge Railing - age, original design criteria, materials, anchorage, snagging
characteristics, vaulting causing features, discontinuities, transitions, fascia
characteristics, maintenance concerns and other contributing factors.
 Required Design Service Level - Federal and State standards for Design Service Levels
as shown in Section 6.3.1.
 Roadway System - NHS, non-NHS, functional class, design speed, urban, rural,
pedestrians, bicycles, etc.
 Roadway Characteristics - horizontal and vertical geometry, visibility, AADT, DHV,

percent trucks, width, sidewalk, curb, median/median barrier, feature crossed, structure
length, approaches and any other contributing characteristics.
 Safety/Accident Evaluation - number and severity of accidents and their cause,

indications of bridge rail hits. Also, the type and amount of damage to the bridge railing.
 Historic/Aesthetic Considerations - community input, SHPO input, Regional discretion.
 Drainage - ability of system to accommodate roadway drainage and snow storage.
 Safety Walks – face-of-rail to face-of-curb dimension and curb height for vaulting
considerations.
 Scope of Work - consider the railing upgrade/replacement in view of the rehabilitation

project from the perspective of appropriateness of work and increase in project cost.
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Bridge Railing
 Desired Service Life of the Repair - a “short term fix” may be appropriate in anticipation
of future work strategies.
 Traffic - in some cases temporary traffic control considerations may greatly influence the
scope and type of bridge railing work that is feasible.
 Transitions - current and past Standard Railing systems also have an approved transition
to the highway guide railing. Approved transition details are shown on the Bridge Detail
sheets which coincide with the appropriate bridge railing.
6.8.4 Identified Work Strategies
The decision regarding bridge railing must be consistent with the overall work strategy for the
individual bridge. Public safety, timing and economics are important considerations when making
this decision. The work strategies discussed below are ones that involve all the railing on a bridge
or in the case of a viaduct, major portions of the bridge. Repair of accident damage or isolated
deterioration are not covered by these guidelines. The following are guidelines to help the
designer:
6.8.4.1 Long-Term Work Strategy
The projects in this category are long-term service life fixes that imply no major work for at least
ten years after project completion. It is important to consider all work necessary to bring the bridge
up to the current standards, especially those related to public safety. For the bridge railing, the
consequences of not addressing it would mean that safety was not the highest priority. This
alternative would be considered unacceptable. Therefore, these guidelines recommend the
replacement/upgrading of the existing bridge railing in these situations, unless retention of the
bridge railing was justified as described in Section 6.8.5.3.
These types of projects inherently impact the existing bridge railing and/or its anchorage and also
have long term service life implications. Therefore, it is cost-effective, prudent, and timely to
proceed with bridge railing replacement/upgrades.
Certain work strategies with applicable defined scope of work will direct that the existing bridge
railings be upgraded and/or replaced to current accepted standards. Regardless of the
contributing factors as defined earlier in this document, specific types of projects shall always
include bridge railing replacement/upgrades. These types of projects shall include, but are not
limited to:
 Bridge Superstructure Widening (Consider widened portions only)
 Superstructure Replacement
 Complete Deck Replacement (Thru-girder, truss, P/S box beam and other unique
bridges need special consideration)
 Bridge Railing Replacement Contracts
 Major Bridge Rehabilitations
2017 6-11
6.8.4.2 Short-Term Work Strategy
The projects in this category are intended to provide a short-term or interim fix prior to possible
larger programmed work. These types of projects, such as minor rehabilitation and deck asphalt
overlay contracts, typically have an expected service life of less than 10 years. It is in developing
these types of projects that the designer must pay close attention to the intended scope, the
objective of the project, and the contributing factors as described earlier in this document. Sound,
prudent, and cost effective engineering decisions based on both the short-term and long-term
planning for these structures should prevail.
The types of projects that a designer would typically evaluate as to whether to include bridge
railing replacement/upgrade are:
 Bridge Railing Repair
 Asphalt Overlay Projects
 Bridge Curb Replacement/Repair/Modifications
 Extensive Sidewalk and/or Concrete Work (involving railing anchorage)
 Other “Element Specific” Contracts (excluding monolithic deck projects)
Actions such as repair of railing collision damage and localized maintenance repair of curbs,
sidewalks and snow fencing do not require an evaluation of bridge railing replacement/upgrade.
In a more general sense, if the anchorage system is exposed or will be exposed by the intended
work, strong consideration should be given to replacing/upgrading the bridge railing.
6.8.4.3 Monolithic Deck Work
This work is a long-term work strategy because it substantially extends the structure’s service life
and requires a considerable level of effort. Although monolithic deck projects are a long-term work
strategy, it is desirable for programmatic reasons to allow additional flexibility. It is for this reason
that monolithic deck projects are treated separately. On monolithic deck projects, the existing
bridge railing may be proposed for retention if it has passed crash testing to the NCHRP 230 or
later criteria and the curb is within 9 inches of the face of rail. If the existing bridge railing is an
acceptable NCHRP 230 railing and the curb is not within 9 inches of the face of rail, then the
scope of work shall include the safety walk removal. Safety walk removal can be completed by
removing and replacing the existing curb such that the curb’s face is within 9 inches of the face
of rail. Also, the safety walk can be effectively addressed by installing a new Two Rail Steel Bridge
Railing in front of the existing bridge railing in the safety walk area. Generally, bridge railings
installed prior to 1981 do not meet the NCHRP 230 criteria. If the existing bridge railing is not an
acceptable NCHRP 230 railing, the railing must be replaced or upgraded. If the deck does not
have the capacity to satisfy the loadings associated with the standard bridge railing, then the deck
shall be modified to accept the standard railing and associated loadings. See Appendix 6A “1987
Bridge Railing Crash Test Report,” for a discussion of the crash tests performed on former
NYSDOT bridge railing.
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Bridge Railing
Special consideration is needed when applying the above guidelines to viaducts. Viaducts are
more complex structures which may involve many bridges and connecting ramps presenting
unique problems. Due to their nature, there are no reasonable, logical termini for bridge railing
and/or safety walks. As a result, the designer may be faced with chasing the bridge railing
modification, upgrade or replacement for exceptionally long distances impacting other bridge
structures and/or spans which may not be receiving any other improvements. This can ultimately
alter the scope of the capital project, which was originally conceived to replace the wearing
surface of the concrete deck (monodeck rehabilitation work only). The cost implications of such
an action could preclude the Region from pursuing monolithic deck work and opt for a more interim
fix.
These guidelines allow flexibility when dealing with viaducts and large interchanges. Each
situation requires close examination and an evaluation of a number of different factors:
 The accident history problem and if so, what is it attributed to. Are the safety walks
and bridge railing contributing elements or involved with the problem?
 Relative to project cost and the Region’s budget, the impact of addressing the bridge
railing and safety walks.
 Uniqueness of this capital project for the viaduct or is it one of many future projects on
the viaducts? In other words, if the Region is planning to systematically progress a
series of contracts to address the entire viaduct then conditions may be such that it is
prudent to include the additional work now.
 Aesthetics have to be considered. Most viaducts are located in highly populated, urban
areas; “entrances to cities.” The visual impact of segmenting work could be negative
for a prolonged period. The Region may be better served addressing all the bridge
railing at once and all the safety walk issues under a separate contract. This notably
must be weighed against impacts to safety, traffic, cost, remobilization efforts, etc.
Viaducts require close examination and must be considered as a separate entity on a case by
case basis. The designer shall document and place in the project file or design approval document
all information that supports the final decision.
6.8.5 Actions to be Taken
All actions taken on bridge railing/barrier shall be based on the warrants and the work strategy
for the bridge. The warrants and the work strategy are discussed in Sections 6.8.3 and 6.8.4.
The required design service level for the bridge railing is determined according to Section 6.3.1.
The following actions are applicable to all roadway systems, unless otherwise noted.
6.8.5.1 Replacing the Bridge Railing/Barrier
The replacement Steel Bridge Railings and Concrete Barriers shall be as defined in Section 6.3.2
and as detailed in the current Bridge Detail sheets. Acceptance of these systems is based on
crash-testing in accordance with NCHRP 350.
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6.8.5.2 Upgrading the Bridge Railing/Barrier
Upgraded bridge railings and barriers must come as close as physically possible to the current
standard configurations and design capacity in order to qualify as an acceptable system. Some
configurations of existing railing can be upgraded to a TL-2 or TL-3 service level. Older 32” high
concrete barriers may only qualify as a TL-3 or TL-4 service level due to reduced section
properties and reinforcement. With the newer deck strength requirements, it is generally not
possible to upgrade a barrier on an existing superstructure slab to a TL-5 service level. If a TL-5
service level is desired, the slab and/or the entire superstructure will likely need to be replaced.
The capacity to handle the design loads is not the only requirement for railing and barrier
upgrades. The retrofitted railing/barrier must qualify by providing reduced snagging and vaulting
characteristics similar to those of a crash tested system. An acceptable system demonstrates this
equivalence through similarity of rail heights, post spacing and curb setbacks to crash-tested
systems. This also includes cutting any safety walk back to preferably 5 inches, but not more than
9 inches, from the face of railing. The required strength of the posts and the depth of the
anchorage can be satisfied by calculation in accordance with the assumed loads specified in
NYSDOT LRFD Bridge Design Specifications, Section 13. The size and continuity of the rails
and providing a smooth surface to rails and barriers to avoid snagging or vehicle ride up
characteristics is important.
Typical details for upgrading steel railing to TL-2 or TL-3 levels are shown on the Bridge Detail
sheets. TL-2 upgrading consists of a single 6” x 6” box beam rail similar to a highway box beam
railing. TL-3 upgrading consists of double 6” x 6” box beam rails blocked out from existing rails or
posts. Both of these upgrades require the posts to be in good condition. A TL-4 upgrade requires
the addition of new posts and rails similar to the current standard Steel Bridge Railings.
6.8.5.3 Retaining the Bridge Railing
The decision to retain existing bridge railing shall be based on the warrants, the work strategy
and the bridge railings ability to meet the requirements of the roadway (design service levels) as
described in Section 6.3.1. When considering long term service life of a bridge, there are a few
cases where retaining the nonconforming bridge railing is understandable. These cases must be
justified and well documented similar to the procedure described in the Highway Design Manual,
Section 2.8. When it is determined by the designer that bridge railing replacement/upgrade is
not warranted, then documentation supporting the decision shall include the existing bridge rail
condition (including anchorage), evaluation of contributing factors, the intended scope and
objective of the project. This documentation shall be provided to the project file, Regional Design
Engineer, Regional Structures Engineer and Regional Bridge Maintenance Engineer for the
purpose of determining future work needs and programs.
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Bridge Railing
The following guidelines are for the retention of existing bridge railing:
1. Project Specific Reasons
The following project types will typically not include bridge railing replacement/upgrades and
would not require written documentation/justification for retaining nonconforming bridge
railing:
 Bridge Painting/Cleaning/Sealing
 Joint Repair/Replacement
 Bearing Repair/Replacement
 Striping
 Steel Repair (Impact Damage, Localized Corrosion, etc.)
 Scour Work
 Sign Projects
 Navigational Light Repair/Installation
 Preventive Maintenance Work (Cyclic Work to Reduce Deterioration)
 Snow Fence Installation
However, if the designer notices potential problems with the bridge railing, the anchorage
system, or other associated bridge rail hardware, it shall be communicated to the RSE and
the RBME for their action.
The former two-rail and four-rail steel bridge railings detailed on various BDD sheets issued
since 1980 are acceptable and adequate for a TL-2 service level without upgrading as long
as the tuning fork transition has been replaced with a 2 rail transition and wrap-around
clamps have been replaced with "C" clamps to hold the rails. See Appendix 6A, “1987
Bridge Railing Crash Test Report” for further discussion. Any transition to highway
guide railing containing a “tuning fork” type detail is not adequate for a TL-2 service level.
In addition, for non-NHS roadways only, compliance to the TL-2 Service Level can be
analytically determined by verifying the existing bridge railing as structurally adequate in
its present condition using the assumed loads given in the NYSDOT LRFD Bridge
Design Specifications, Section 13. Some minor variance in rail, post and curb positions
from crash tested systems is permissible as long as there are no safety hazards such as
noncontinuous rails or snagging points and there is approval by the DCES.
2017 6-15
2. Historic Preservation or Other Project Specific Reasons

For projects which deal with historic or aesthetic considerations, the decision regarding
bridge railing can be much more difficult. The deficiencies of the proposed nonconforming
bridge railing, relative to its conformance with the required service level, shall be clearly
documented and shall be presented to the approving authority noted in Section 6.8.6. This
information shall be accompanied by the cost differential between the two bridge
railings and the logic supporting the decision to employ the nonconforming bridge railing.
6.8.5.4 Anchorage of Steel Bridge Railing
It is NYSDOT policy to allow drilling and grouting of anchor studs for steel bridge railing during
rehabilitation projects. Drill and grouted anchor studs must be proof-load tested as per
specification item 586.0301 or 586.0302 to ensure the quality of the existing concrete and the
grout selected. Place General Note 151 on the plans if a number of anchor studs are to be
installed and tested. To reduce the number of anchor studs tested the designer can designate
the traffic side studs as item 586.0301 or 586.0302 (pull out testing required) and item 586.0201
or 586.0202 for the fascia side studs.
Non-Destructive investigation (item 586.xx02) to locate existing reinforcement is typically not

required for most bridge railing installations. It would only be required where cutting of the
existing reinforcement could jeopardize the structural integrity of the supporting element.
The estimated embedment depth for 1” diameter studs is 12”. The actual embedment depth
shall be calculated for the 1” anchor studs based on the actual edge distance of the
concrete, the spacing of the studs and the requirements of the chosen grout supplier from
the appropriate Approved Material and Equipment List. Place note 152 on the plans.
Although the railing post anchorage is compliant with current loading requirement, the overhang
reinforcement in the superstructure may not be adequate. The deck reinforcement shall be
investigated to ensure that it can resist the larger loadings a new railing system may transmit, or
a determination must be made to accept the damage to the deck that may occur during a severe
impact.
6.8.6 Responsibilities and Authorities
Approval authority will be in accordance with the Design-Related Approval Matrix in the
NYSDOT Project Development Manual, Exhibit 4-2.
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Bridge Railing
6.9 Bridge Railing/Transition Shop Drawing Requirements
Bridge Railing and Transition Shop Drawing “Approvals” are not required in most cases. Since
the recent implementation of new crash-tested bridge railing and transition details, it has become
obvious that the shop drawing review process provides little value when compared to the effort of
reviewing and approving shop drawings for these items. In most cases, the contract document
details and construction specifications are adequate to ensure that the railing system will be
fabricated in a manner that will satisfy safety and construction tolerance criteria.
Nevertheless, there are situations that warrant the review and approval of shop drawings for these
items, as follows:
 Transitions requiring connections between existing bridge rail and existing highway
rail.
 Transitions requiring connections between existing bridge rail and new, upgraded
bridge rail or between existing bridge rail and existing truss members.
 Unique and complex end transitions.
 All nonstandard concrete and steel railing systems and all timber rail systems.
When these situations occur, Note 114 in Section 17 shall be placed in the contract plans.
2017 6-17
Appendix 6A
1987 Bridge Railing Crash Test Report
Purpose
This report is intended to document the results of the 1987 crash tests of the NYSDOT two-rail
steel bridge railing. The testing done by Southwest Research Institute is documented in NCHRP
Report 289. The crash testing done by the NYSDOT was never documented in a final report.
The following information is intended to document the facts behind the NYSDOT bridge railing
rehabilitation guidelines.
Background
In 1987, NYSDOT conducted voluntary crash tests of the two-rail curbless steel bridge railing
and steel railing transitions. Both systems were in wide use at that time. The crash testing
procedures used were established in a FHWA document titled NCHRP Report 230, which
provides several crash test levels using specific vehicle types, speeds and entrance angles for
each scenario. These crash tests do not directly correspond to any performance level or testing
level currently used.
A review of the NYSDOT standard sheets revealed that the two-rail curbless bridge railing
existed in the tested form as far back as 1977, and was found on BDD 77-51. That same year,
BDD 77-51 R1 was issued and detailed a shorter post for the two rail on a brush curb. This new
sheet adjusted the height of the rails to 11⁄8 inches above the tested rails for a six inch curb, and
41⁄8 inches above the tested rails for a nine inch curb. In 1989, this revised sheet later came to
be known as BDD 89-59A, and the curbless details remained on the BDD sheets with the 51
number.
Methodology
The testing done by Southwest Research Institute used a 1,990 lb. compact car to determine
the geometric adequacy of the two-rail curbless railing. The vehicle velocity was 61 mph at an
entrance angle of 14.2 degrees. These factors meet the minimums set by NCHRP Report 230 -
Test #12 that requires a 1,800-lb. car, 60 mph and 15-degree entrance angle. The results of this
test are given in NCHRP Report 289.
The tested bridge rail was standard except that it was attached to a concrete cantilever intended
to simulate a bridge deck overhang.
The testing done by NYSDOT used a 4,600-lb. large car to determine the strength capacity of
the railing. The vehicle velocity was 60 mph and an entrance angle of 25 degrees. These
factors meet the minimums set by NCHRP Report 230 - Test #10 that requires a 4,500-lb. car,
60 mph and 25-degree entrance angle. The results of this test are summarized in a
memorandum to D.J. Massimillian of the Structures Division from R.J. Perry of the Engineering
R&D Bureau. All of the raw test data and video footage is available, but the results were
never compiled into a standard test report. The bridge rail was standard except for the
anchorage system.
2017 6A-1
The bridge rail was constructed on a three-foot by three-foot concrete footing intended to
simulate the concrete bridge deck. The anchor bolts were not cast in place as detailed on the
standard sheets. Instead, the anchor bolts were drilled and grouted into the footings using
the Kelken-Gold brand grout system.
Conclusions
The overall conclusion drawn from the crash tests and available data is that the two-rail
curbless steel bridge railing, mounted as either curbless or with a six-inch brush curb and
shorter post, passed all of the requirements of NCHRP Report 230 - Test #10 and Test #12.
The following is a short excerpt from NCHRP Report 289 - Test #10 explaining the results of the
crash test:
“The test vehicle was redirected after significant wheel snagging on the first downstream
post occurred... The redirected vehicle remained essentially parallel to the bridge rail for
a considerable distance. No barrier deflection was evident. The damage to the vehicle
was severe,... No significant damage to the barrier system was evident. Measured
values indicate compliance with NCHRP Report 230.”
The following is a short excerpt from the memorandum to D.J. Massimilian from R.J. Perry
regarding Test #12 conducted by the NYSDOT:
“... The test vehicle sustained substantial damage to the right front corner, but there was
no intrusion into the passenger compartment. Bridge rail posts 3, 4, and 5
were...partially dislodged from the deck by pullout of the anchor bolts.
Vehicle Trajectory results were marginal in some respects... the vehicle initially departed
the bridge rail at a steep angle, it quickly turned back toward the railing... Considering
these points, we believe this test met the intent of the Vehicle Trajectory criteria, even
though some of the suggested values were exceeded.”
6A-2 2017
Appendix 6B
Railing Treatments on Rehabilitation Projects
Consider
Warrants
Consider
Work Strategy
Long Term Project Monodeck Project Short Term Project

(> 10 Yrs) (Long Term > 10 Yrs) (≤10 Yrs)
Must Upgrade/Replace Evaluate for Upgrade/Replace

OR OR
Must Justify Retaining Defer to Future Project
No Meets Yes
NCHRP 230
Must Upgrade/Replace Yes Curb to Rail Face No

AND < 9 in
Modify Deck Overhang
(If Necessary)
May Remove Safety Walk

Retain OR
Blockout Railing
2017 6B-1
Utilities
Section 7
Utilities
7.1 Criteria for Utility Placement on Bridges
The New York Code of Rules and Regulations (NYCRR) states, "It is in the public interest for
utility facilities to be accommodated within the highway rights-of-way when such use and
occupancy does not interfere with the free and safe flow of traffic . . ." The decision to allow a
utility on a bridge rests with the Region. Most Regions make all reasonable efforts to
accommodate utilities on bridges. The designer needs to be aware of the responsibilities of the
utilities and of the rules governing the placement of utilities on bridges. See Chapter 13 of the
Highway Design Manual for information about regulations and procedures.
7.2 Design Information Furnished by Utilities
It is the responsibility of the utility to design the carrier and provide the Department with:
• Unit weight of the utility (assuming all ducts or carriers are full).
• Maximum allowable span of the ducts or pipes.
• Type of expansion system.
• Desired support details.
• Material specifications for carriers, coatings, expansion devices, etc.
The designer shall not design the carrier pipe for a utility. The designer shall only design the
support system. The designer shall verify that the information the utility provides is reasonable.
7.3 Utility Locations
The designer, in consultation with the utility, shall select the utility location in the following
decreasing order of preference:
• In the sidewalk for small diameter ducts carrying telephone, electrical or cable
television lines. No more than six 2 ½” nominal diameter ducts shall be used in a
standard sidewalk.
• In the bays between main longitudinal members or in a void created by spreading

adjacent prestressed concrete box beams under a sidewalk.
• A maximum of two 2 ½” nominal diameter conduits may be carried in a concrete

traffic barrier.
• On a utility ledge or outrigger (preferably on the downstream side).
2017 7-1
• Attached to the fascia (preferably on the downstream side).
• In the voids of closed box bridge members.
• Structural support system separate from the bridge.
7.4 Design Criteria for Utilities and Supports
Rules governing utilities on bridges that the designer needs to be aware of are:
• The designer may design the support system using the NYSDOT Standard
Specifications for Highway Bridges or the NYSDOT LRFD Bridge Design
Specifications.
• Utilities are not allowed on an existing bridge if the load rating would be reduced
below the legal limit.
• The plans must fully detail the utility installation.
• The utility (and all supports) must be above the bottom of the superstructure.
• The utility shall not be attached to a railing.
• Utilities shall not be hung from the structural slab.
• No welding is permitted to connect utility hangers to existing structural steel.
• Thermal movements must be accommodated by:
o Utility expansion devices located at bridge deck expansion joints (at both
abutments for bridges with integral abutments), or
o Supporting the utility on a system of rollers so it moves independently of

the bridge, or
o A combination of the above.
• The utility shall be marked with the carrier contents.
• Water and sewer lines shall either:
o Have welded or restrained joints, or
o Be cased for the length necessary to prevent liquid from falling on the
underlying highway or railway.
• Supports for heavy utilities shall be designed to minimize local bending in the
support members. This can be accomplished by the use of beam clamps rather
than a rod passing through a single thin flange.
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Utilities
• The design and placement of utility supports shall consider the need to inspect,
paint and otherwise maintain the bridge.
• On adjacent concrete box beam bridges it may be feasible to separate the boxes
under the sidewalk to create a utility bay if fascia installation is not desired. (This
shall be done only under a sidewalk.)
• Flexible jointed water mains can zigzag when pressurized unless they are properly
supported. This problem can be prevented by using top and bottom rollers at two
locations on every other section of pipe to provide lateral restraint. Intermediate
sections need only have one roller location, unless otherwise required by design.
7.5 Utility Shares
The full cost of providing a new utility installation on a bridge is included in a utility share in the
Estimate. This cost includes:
• Providing and installing the carrier.
• Providing and installing the hanger system.
• The cost of any extra diaphragms or cross members needed to support the utility.
• For steel bridges, the cost of the extra steel in the two girders supporting the utility.
(The cost of the extra steel in the other girders is borne by the Department. It is the
Department’s decision to make all the girders the same strength.) There is a small
and difficult-to-identify cost differential for prestressed concrete beams, so
generally the utility share will not include an additional cost for the main beams.
Utilities on an existing bridge that are replaced or maintained during a bridge
rehabilitation or replacement project follow different rules depending on the
incorporation of the utility.
• Generally, municipal (not-for-profit) utility installations (city water and sewer, police
telephones, etc.) are replaced in-kind or maintained in service at no cost to the
utility.
• If the size of a municipal utility is increased (a 10” line replaces a 6” line) then the
utility pays for the difference between an in-kind replacement and the larger size
(betterment). This is usually only the increased material cost.
• Generally, for profit utilities (National Grid, Central Hudson Gas & Electric, etc.)
pay for the full cost of replacing their facility with the same or larger size.
Maintenance costs are also borne by the utility.
The Regional Utility Engineer shall be contacted to verify that costs for a particular installation
follow the above general rules. Further information on engineer’s estimate shares is found in the
Highway Design Manual, Chapter 21, Section 21.6.
2017 7-3
Section 8
Structural Steel
8.1 Introduction
Structural steel has long been used as a bridge material in New York State. It continues to be
commonly used and is the usual choice for longer spans. Steel is also a logical choice for short
span applications, especially where speed of construction and/or reduced structural weight is
important.
8.1.1 Design Methods
Design methodology shall be in accordance with the requirements as specified in Section 1.3
8.1.2 Analysis Methods
For most steel bridges, conventional line girder analysis techniques provide sufficient accuracy
for safe, durable, and economical designs. However, for some structure types, it will be
necessary to employ more sophisticated (grid or 3D) analysis methods.
Bridge types where these methods shall be required include, but are not limited to:
• Curved girder bridges outside the geometry limits for straight-line approximation as
per the AASHTO design code.
• Bridges with skews greater than 45 degrees.
• Curved tub girder bridges
• Skewed truss bridges
• Arch, and Tied Arch bridges
• Rigid frames
If sophisticated analysis methods are not required for design, then the load rating computations
shall be performed via line girder analysis methods, regardless of the methodology that was
actually used for design.
8.1.3 Design Considerations
The LRFD specification increases the role and responsibility of the designer to anticipate
construction related issues and be aware that stresses during erection or construction are
sometimes the controlling conditions of design. Examples of conditions that need to be checked
are the erection of girders and the placement of the concrete deck, both of which occur when
there is a long unbraced compression flange. The designer shall refer to Article 6.10.3 of the
NYSDOT LRFD Bridge Design Specifications for requirements for stability checks.
While the designer needs to consider stresses during steel erection to facilitate constructability,
it is the responsibility of the contractor to select pick point locations for the pieces. It is also the
contractor’s responsibility to determine steel erection sequence and crane locations.
2017 8-1
8.1.3.1 Specifying Shop Assembly Requirements
For the following bridge types, full shop assembly shall be specified:
 Curved girders with radii less than 600’.
 Skews greater than 45°.
 Curved box girders.
 Skewed trusses.
 Rigid frames and arches.
 Unusual framing layouts, such as Single Point Urban Interchanges (SPUI).
For other unusual structures, the Metals Engineering Unit (MEU) shall be consulted for
guidance regarding assembly requirements. If full shop assembly is required the qualifying
information and Note 88 from Section 17.3 shall be placed on the contract plans. The
requirements for specifying full shop assembly and MEU consultation also apply to design-build
projects.
The need for full shop assembly can be eliminated if oversized holes are allowed for some of
the connections. Therefore, the design should allow their use whenever possible, even if more
bolts will be required for the connection. If the conditions allow the use of oversized holes and it
is determined that full shop assembly is not required, place Note 90 on the contract plans.
8.1.3.2 Specifying Fit Conditions
No-Load Fit (NLF) is the least desirable condition and shall not be specified. It will only be
accepted under conditions where the fabricator can establish to the State’s satisfaction that no
other option is viable.
The default fit condition is Total Dead Load Fit (TDLF). However, if any one or more of the
following conditions apply, the designer shall specify Steel Dead Load Fit (SDLF).
 Curved girder bridges with a radius of 600’ or less.
 Curved and straight bridges with a skew greater than 40°.
 Bridges with unusual geometry (such as those found at SPUI interchanges) where any
individual beam has a radius less than 600’.
As per the National Steel Bridge Alliance (NSBA), fit condition refers to the deflected girder
geometry associated with a specific load condition in which the cross-frames or diaphragms are
detailed to connect to the girders. For most bridges, this is not an issue, since the final
geometry after completion does not differ significantly from the geometry when the steel alone is
erected, as the girders do not rotate under load. However, for bridges with high skews, and/or
8-2 2017
Structural Steel
tight curvatures, there is a noticeable tendency for the girders to twist under application of
additional dead load. In other words, the girders will actually be plumb under only one particular
load condition. At what point this is to occur needs to be specified on the plans. The following
options are available:
 No-Load Fit (NLF). The cross-frames are detailed so that the girders are plumb under
zero load.
 Steel Dead Load Fit (SDLF). The cross-frames are detailed so that the girders are
plumb under the self-weight of the steel alone when erection is complete.
 Total Dead Load Fit (TDLF). The cross-frames are detailed so that the girders are
plumb after the deck is poured.
Clearly, the most desirable outcome is the TDLF condition. However, this is not attainable for
the conditions mentioned above, since the deal load rotations are so large that the contractor is
not able to “counter rotate”, or “lay over” the girders a sufficient amount without causing
excessive stresses or erection difficulties. Under those circumstances, it is necessary to accept
the fact that the girders will not be plumb upon completion and that the SDLF condition is
acceptable and will be specified. Use the appropriate standard note (70 or 71)
More detailed information on fit conditions can be found online at:
https://www.aisc.org/globalassets/nsba/technical-documents/skewed-curved-steel-bridges-
august-2016-final.pdf
8.2 Steel Types
The default structural steel designation for bridges shall be ASTM A709, which is the standard
bridge steel used in the United States. It is available in both weathering and non-weathering
grades, with specified yield stresses ranging from 36 to 100 ksi. In the majority of cases, the
best economy is realized using steel with a yield stress of 50 ksi (ASTM A709 Grade 50, or 50W
to designate weathering steel. Grade 36 material has virtually no unit cost advantage over 50
ksi material, and is therefore not to be used except for minor applications. The use of 100 ksi
yield strength steel shall be avoided due to greater difficulty in welding. Its use requires DCES
approval.
The use of any structural steel other than ASTM A709 shall require DCES approval.
For Design-Build Projects the Request for Proposals (RFP shall include a statement in the RFP
indicating the type(s of corrosion protection systems (weathering steel, painted steel, metalized
steel, or galvanized steel that will be allowed. If weathering steel is allowed, the criteria that
must be followed regarding its use on bridges in the project shall be included in the RFP. The
RFP statement shall be based on the guidance provided in this manual and requires DCES
approval.
8.2.1 Uncoated Weathering Steel
Weathering steel (ASTM A709 Grade 50W, Grade HPS70W, or Grade HPS100W is a high
strength and low alloy steel which is specially formulated to provide improved atmospheric
corrosion resistance versus conventional structural steels.
2017 8-3
When exposed to an appropriate environment, uncoated weathering steel develops a thin

oxidation layer, also called a patina, that is small grained and tightly adherent. Once this
oxidation layer builds to a sufficient thickness and density, which usually takes 5-8 years under
appropriate conditions, the exposure of the base metal to moisture and oxygen is blocked and
further corrosion is greatly reduced. Nonetheless, the designer shall add 1/16” thickness to the
minimum design thickness values for all flange and web plates to provide added sacrificial
material. This is a requirement is for all locations where weathering steel is utilized. Also, the
thickness increment requirements noted in Section 8.5 will still need to be followed.
8.2.1.1 Weathering Steel Location Restrictions
Weathering steel shall not be used where staining of the substructures are unacceptable, or
where the color is not appropriate for architectural/ aesthetic reasons. See § 8.2.1.4 for further
guidance of weathering steel aesthetics.
Weathering steel will not perform satisfactorily under certain situations. This has been the case
where the steel has been exposed to wet conditions, salt spray or chemical fumes over
prolonged periods. In these situations, the protective patina will not form, and the weathering
steel will delaminate and corrode at a rate similar to that of conventional steel. The following
conditions may result in uncontrolled oxidation and, therefore, uncoated weathering steel shall
not be used under the following circumstances:
 Grade separation structures in conditions where the steel will be exposed to an

excessive amount of salt spray from the under roadway. These conditions can occur
when there is a minimum vertical clearance of 16’ or less when speed limits are
above 55 MPH, or 14.5’ when speed limits are lower. Other excessive exposure
conditions are when substructures are located within 10’ of the shoulder break of the
under roadway.
 Bridges over low water crossings where the structural steel is less than 8 feet over
the ordinary water elevation.
 Marine coastal areas within 1 mile of a large body of salt water.
 Bridges exposed to spray from adjacent waterfalls or dam spillways.
8.2.1.2 Partial Protective Coating of Uncoated Weathering Steel
Where the use of uncoated weathering steel is deemed appropriate, it may still be necessary to
protect, by use of paint or other coating, certain areas of the beams. The following shall apply:
 The ends of uncoated weathering steel beams and the end diaphragms beneath
bridge joints shall have a protective coating that extends from the end of the beam
toward the center of the span for a distance from the centerline of bearings equal to
1.5 times the beam depth or 5 ft., whichever is greater.
 Each end of uncoated weathering steel beams embedded in an integral or semi-
integral abutment shall be protectively coated for the length of the beam embedment
into the abutment plus an additional 12 in beyond the abutment.
 Curbless bridges constructed of weathering steel where the deck drains freely shall
have a protective coating on the following surfaces on both fascia girders: The
exterior face of the web, exposed exterior portion of the top flange, and the entire
bottom flange.
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Structural Steel
 Details unique to individual projects where moisture, dirt, or salt could accumulate
must receive a protective coating over the vulnerable areas. Examples include
certain architectural or non-standard deck drainage details.
8.2.1.3 Weathering Steel Detail Considerations
If a timber deck is used, see Section 10.5.6 – Timber Deck with Steel Bridges for additional
protective measures.
In locations where the guidelines do not specifically prohibit the use of weathering steel, but
conditions such as excessive salt spray may compromise structural performance, the designer
should increase plate thickness by approximately 1⁄16 inch for top flanges, and 1/8” for webs and
bottom flanges beyond the baseline thickness that is required by design in lieu of the
requirements in 8.2.1.
Uncoated weathering steel structures shall be detailed to ensure that all parts are well ventilated
and do not trap moisture or debris.
8.2.1.4 Aesthetics of Uncoated Weathering Steel
Uncoated Weathering steel is considered appropriate for either an urban or rural environment.
However, the water that runs off of weathering steel will cause unsightly rust colored staining
that is noticeable on concrete, mortar, stone, and brickwork. Rainwater flowing along the steel
carries iron oxide particulates which are deposited on pedestals, abutment stems and pier caps.
The use of drip bars to direct water away from the substructure is required. They are attached to
the bottom flange of each fascia stringer. Consideration must also be given to where the
redirected water drips including the fact that wind may cause the drips to blow back onto the
substructure and cause staining. See BD-SG15E for drip bar location requirements and details.
The use of weathering steel for overhead applications, such as bracing for through trusses, is
prohibited, since drips that fall on sidewalks or decks below will also cause staining.
An additional aesthetic concern is the color of the partially painted weathering steel described in
section 8.2.1.3. The color of the paint shall match the anticipated color of the final patina of the
weathering steel as closely as possible. The coating color shall match Federal Color Standard
595, #20059.
8.2.2 Galvanized and Metalized Steel
Where galvanizing or metalizing is to be specified, an A709 non-weathering grade shall be

specified. Hot-dip galvanizing is the best option for long-term corrosion protection. It has a
proven record for outstanding performance for most exposure conditions. However, there are
size limitations. The practical upper length in the eastern US is about 80’, limiting its use to
shorter bridges and trusses. The designer should also be aware that load carrying galvanized
connections will require more bolts, due to the lower slip coefficient as per AASHTO.
2017 8-5
There are no such size limitations for metalizing, which involves hot spraying an 85-15 Zn-AL
alloy onto the steel. It also provides excellent corrosion protection, and is a viable option if
galvanizing is not feasible. However, the designer needs to be aware that there are limitations
as to where the metalizing equipment can reach, and that careful detailing is necessary. The
metalizing gun needs to be able to spray the molten material at close to a perpendicular angle.
Tight fit locations will make this difficult. For example, closely spaced, double stiffeners should
be avoided if the bridge is to be metalized.
8.2.3 Painted Steels
While metalized and galvanized coatings provide the best corrosion protection and are therefore
the most economical from a life-cycle standpoint, paint does remain a viable alternative for
corrosion protection. Funding considerations often dictate a lowest possible up-front cost, which
paint systems do provide. Therefore, paint should also be considered at locations where
weathering steel is not feasible, yet coating maintenance and replacement is not too difficult.
Examples would include bridges over low volume roadways (AADT<5000), or bike
paths/pedestrian walkways. On bridges over waterways, designers must consider the fact that
environmental restrictions will likely be more stringent in the future, meaning that future
remediation and maintenance costs will be higher.
Painting shall not be specified for bridges crossing railroads, due to the difficulty and expense of
obtaining site access for maintenance and repainting. On design-build projects, proposing a
paint system will only be acceptable if the RFP specifically allows it.
When painted steel is used, an A709 non-weathering grade shall be specified. In structures that
have only a small portion of the steel painted, such as beneath the joint systems of typical plate
girder bridges, ASTM A709 Grade 50W steel shall be used.
8.2.4 High Performance Steel (HPS)
Compared to Grade 50 or 50W, the use of 70 ksi material (HPS Grade 70 or 70W) carries an
added raw material cost premium of about 30%. While the cost to yield ratio may appear to be
a bit lower for HPS70, serviceability issues such as deflection or stability during erection may
govern the design when using higher strength material. Therefore, the use of HPS is not always
advantageous from an economic standpoint. However, its use shall be considered when one
or more of the following conditions exist:
 The layout of the structure can be reorganized to eliminate one or more spans. For
example, if a proposed structure designed without using HPS has five spans that can
be replaced with a three-span structure if HPS is used, HPS steel may be the best
solution.
 One or more girders can be eliminated from a bridge cross section.
 The bridge requires a reduced superstructure depth, based on critical vertical
clearance issues, which cannot be accomplished without using HPS.
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Since weight savings alone are not truly representative of final erected steel costs, the designer
shall include the following considerations when deciding whether or not to incorporate HPS on a
project:
 The added cost of splicing the higher strength steel. Bolted field splices must develop
higher allowable strengths, which necessitate a greater number of bolts to accommodate
the increased pattern size.
 Availability may be problematic, especially for greater thicknesses. Above a thickness of

2”, availability is very limited, resulting in a considerable cost premium.
8.2.5 Combination of Steel Types
When more than one type of steel is used in a contract, the types shall be clearly described in
the plans. The payment for furnishing and placing these steels shall be made under a single
structural steel item. A table titled “Total Weight for Progress Payments” shall be placed on the
plans adjacent to the estimate table, indicating the quantity of each type of steel.
8.2.6 Steel Item Numbers
Depending on the type and nature of a project, steel shall be paid for under Item 564.XX or
Item 656.0101 as described below. These items include the cost of the steel, shop drilled holes,
and bolts.
On steel rehabilitation projects, designers must remember to include item numbers in the
contract for steel removal (which includes the cost of bolt and/or rivet removal), field drilling
of existing steel, and rivet removal and replacement with high strength bolts where applicable.
See Section 19.6.5 for further information regarding rehabilitation of riveted structures.
Item 564.05XX, Structural Steel, L.S.

New bridges and superstructure replacements.
Shop drawings reviewed by DCES.
Item 564.10nnnn, Structural Steel Replacement, lb.
Rehabilitation projects, with variable quantities due to unknown deterioration involving
secondary member repair/replacement, minor repair to primary members: (e.g., diaphragm
replacements and replacement of primary member stiffeners and/or connection angles.)
Quantities verified by the Engineer-In-Charge.
Shop Drawings reviewed by the Engineer-In-Charge.
Stock steel option is allowed.
Item 564.51nnnn, Structural Steel, lb.
Rehabilitation contracts, with variable quantities due to unknown deterioration involving
primary member replacement or strengthening: (e.g., truss rehabilitations, girder web and
flange repairs, floor beam and stringer replacements, continuity retrofits and seismic
retrofits).
Quantities verified by the Engineer-In-Charge.
Shop Drawings reviewed by DCES.
2017 8-7
Item 564.70nnnn, Structural Steel Replacement, Each

Rehabilitation projects with known quantities, involving secondary member repair/
replacement, minor repair to primary member components: (e.g., diaphragm replacements,
and replacement of primary member stiffeners and/or connection angles.)
Shop Drawings reviewed by the Engineer-In-Charge unless otherwise specified in
the contract documents. Designer should consult with the Metals Engineering Unit to
determine when DCES review of shop drawings is required.
Stock steel option is allowed.
Item 656.01, Miscellaneous Metals, lb.
Used for extraneous items. (e.g., hand rails, metal floor grating, and ladders).
Shop Drawings reviewed as per NYSDOT Steel Construction Manual.
8.3 Redundancy - Fracture Critical Members
8.3.1 Primary and Secondary Members
Primary members are defined as structural elements that are designed to carry live load and act
as primary load paths. Examples include: truss chords; girders; floor beams; stringers,
diaphragms on curved girders or tub girders, arches; towers, bents, rigid frames. Additionally,
any components that are welded to a primary member, such as connection or gusset plates,
shall also be considered to be primary members.
Secondary members are defined as those structural elements which do not carry primary stress
or act as primary load paths.
8.3.2 Redundancy
Redundancy in structures is the ability of a structure to absorb the failure of a main component
without the collapse of the structure. Superstructures have three types of redundancy:
 Load path redundancy.
 Structural redundancy.
 Internal redundancy.
With load path redundancy, the loads will be transferred to adjacent members or alternate paths
with the failure of a single member. The best example of load path redundancy is a bridge with
four or more longitudinal main girders. Structural redundancy is best typified by the middle
spans in a continuous span bridge. Indeterminate trusses can also be structurally redundant.
Internal redundancy occurs when a girder is composed of a number of components such as
angles and plates which are connected by rivets or bolts (not welded). Only the first form of
redundancy, load path redundancy, is counted on in design.
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Structural Steel
8.3.3 Fracture-Critical Members
Fracture-Critical Members are defined as tension members or tension components of non-

redundant members whose failure would result in the collapse of the structure. Tension
components include any member that is loaded axially in tension or that portion of a flexural
member that is subjected to tensile stress. Any attachment that is welded to a tension area of a
fracture critical member or component is considered to be part of that member or component
and, therefore, also fracture critical. It is important to realize that members can be non-
redundant without being fracture critical (e.g., the compression chord of a truss is non-
redundant but it is not fracture critical).
Examples of fracture-critical members or components are the tension flange and web of two-
and three-girder systems, tension flange and web of steel pier cap beams, the tension chord
and diagonals of trusses, the tie girders of a tied-arch bridge and the floor beams in a truss or
thru girder that are spaced more than 12 feet on centers. All single tub and box girder structures
shall be considered fracture critical. Some columns are fracture critical as defined by the
designing engineer.
Examples of non-fracture-critical members are all components of the girders in any bridge with
four or more girders, the compression chord of a truss and the stringers in a floor system of a
thru girder or truss. Two- and three-girder pedestrian bridges and truss pedestrian bridges are
not to be considered fracture critical because they are not subject to dynamic live load stress.
The use of fracture-critical members shall be avoided. However, it is recognized that in many
situations, there are no good alternatives to their use. Vertical clearance restrictions may
necessitate the use of thru truss or thru girder structures. For long-span bridges, it may also be
uneconomical to provide a load-path-redundant structure.
Bridges that have fracture critical members have restricted allowable fatigue stress ranges and
more stringent fabrication requirements. These issues are covered in the NYSDOT Standard
Specifications for Highway Bridges and in the NYSDOT Steel Construction Manual. The
NYSDOT LRFD Bridge Design Specifications requirements for fatigue design do not
differentiate between redundant and non-redundant members. For this specification, both
redundant and non-redundant members are designed for an infinite fatigue life. Fracture-critical
members designed with this code are still subject to the fabrication requirements of the
NYSDOT Steel Construction Manual.
Designers shall designate and provide a table of all fracture-critical members on the contract
plans.
Designers shall designate tension zones of all fracture-critical members on the contract
plans.
When the Designer has determined that the column or column system is fracture critical,
they shall designate all column components as fracture critical on new steel bents where
columns experience tension under LRFD Strength III loading.
When the Designer has determined that the column or column system is fracture critical,
they shall designate all column strengthening components as fracture critical on major
rehabilitations where a significant portion of the work is associated with the seismic
strengthening and/or retrofitting of the structure.
2017 8-9
8.4 Design Requirements and Economic Considerations
8.4.1 Girder Spacing
A key element in producing an economical steel bridge design is the selection of girder spacing.
While there is no absolute rule, the most economical design is usually the one with the least
number of girders. Fewer girders reduce fabrication costs for main members, reduce the
number of cross-frames that need to be fabricated, and also reduce the number of bearings that
need to be supplied.
However, for redundancy, multi-girder bridges shall have a minimum of four girders, and their
spacing shall not exceed 11 feet so that conventional deck thicknesses and reinforcement
details can be used. Larger spacings are possible but shall be used only in special cases with
the approval of the DCES.
There are conditions where the most economical girder spacing is not possible. This includes:
 Limited vertical clearance may require the use of more and/or shallower girders.
 Stage construction requirements may have an impact on girder spacing, but there is
no requirement to have more than four girders or an even or odd number of girders.
Bridges can be stage constructed as easily with four girders as with five.
It is good practice to check the economics of two or possibly three alternate girder spacings. It
needs to be remembered that while it is usually advantageous to minimize the number of
girders, fewer girders also mean heavier piece weights which might make construction more
difficult.
8.4.2 Girder Proportioning for Plate Girders
8.4.2.1 General
It is important to remember when proportioning plate girders that the design resulting in the least
weight of structural steel is not necessarily the least costly option. Increased fabrication,
construction, transportation and erection costs can easily outweigh a small savings in the
quantity of steel used. Economical steel designs use good details and good proportions.
For straight girder bridges where all girders are the same length, web and flange plate sizes and
lengths for interior and fascia girders shall be the same, with differences in dead load
deflections between interior and fascia girders accommodated in the camber table. For curved
girders, or straight girders with non-parallel substructures, this rule does not apply, and it may
be more economical to vary plate dimensions.
8.4.2.2 Depth
There is an optimum depth to plate girder design. If there is flexibility in the allowable girder
depth then a number of options are to be explored to develop an economical design. Weight
and cost of a girder will decrease as girder depth increases but only to a point. Beyond this point
the weight and cost will increase as the girder depth is further increased.
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Structural Steel
8.4.2.3 Flanges
Minimum flange thickness for plate girders shall be ¾” and minimum plate girder flange width
shall be 12”.
When designing flanges, it is important to keep in mind that the most economical way for steel
fabricators to make up flanges is to butt weld together several wide plates of varying thickness
and then strip the flanges from the wide plate. Plate is usually purchased in widths starting at 4
feet. For most bridges, this makes it more economical to vary flange thickness rather than width.
For large bridges, where there are significant changes in girder section needed and the
quantities of each plate size are large, it may not be economical or feasible to avoid varying the
flange width.
To avoid fabrication difficulties related to the use of automated welding equipment, the flange
width should be limited to ½ of the girder depth, and the flange thickness should not exceed six
times the web thickness. It may be necessary to add a girder line or go with HPS70 steel to
comply with this guideline.
As moment and shear change along the length of the girder, the required section of the girder
also changes. It is therefore economical to introduce flange splices to utilize a lighter flange
plate. However, the savings in material achieved by making the splice must be balanced against
the increased fabrication cost to make the butt weld. For guidance, consult Table 1.5.2A of the
AISC/NSBA Guidelines to Design for Constructability, available online at:
https://www.aisc.org/globalassets/nsba/aashto-nsba-collab-docs/nsbagdc-3.pdf
Note that this is not a “hard and fast” rule, and certain situations may warrant a transition even if
the equation indicates otherwise. For example, the length limit for plates is 80’ from most steel
mills. If a preliminary design calls for a longer continuous plate length, a shop splice will be
needed in any case. At that point, going with a size transition makes sense, regardless of the
guidelines.
When making flange plate size changes, the thicker plate shall not be greater than twice the
thickness of the thinner plate. It is good practice not to change the sectional area of the flange
plates by more than a factor of 2 or the width by more than 8 inches. Flange transitions shall be
tapered 1 on 4 for width transitions and 1 on 2.5 for thickness transitions.
8.4.2.4 Webs
Due to weld distortions that are possible with very thin plates, the minimum web thickness shall
be ½” for web depths of 33” or greater. Shallower plate girders shall have a minimum web
thickness of 3/8”.
Web thickness is varied only in unusual circumstances. It is the standard practice to keep web
thickness constant throughout the length of the girder. This is done for uniformity and in keeping
splice and connection details simpler.
The main issue in economic web designs is whether or not to use stiffeners. The best option is
to thicken webs sufficiently so that transverse stiffeners are not needed on girders under 48 in.
depth. For girder webs above that depth, a good economic design dictates that the web is
sufficiently thick so that only a few transverse stiffeners are required in areas of high shear.
2017 8-11
Longitudinal stiffeners are rarely used and they become an option only with very large
web depths. Designers shall always check to see whether a stiffened or unstiffened web is
more economical. Web thickness shall be determined for both cases. The following guide
can be used to help make the choice. It is economical to use the thicker web if the necessary
thickness increase of the web does not exceed the amounts shown:
Grade 50 and 50W steel:
Increase in tw ≤ (N(28 + WST) /41L)
Where:
t w = web thickness in inches

N = number of stiffeners to be removed
W st = weight in lb/linear ft. of one stiffener
L = length of web in feet to be increased
8.4.2.5 Stability During Erection
Stability of structural steel during transportation and erection is the Contractor’s responsibility.
However, designers must ensure that the structural steel can be erected without requiring
extraordinary means of support.
If the structure is designed using the NYSDOT LRFD Bridge Design Specifications, splices are
done by the designer and detailed in the Contract Plans. The girder segments must be checked
according to the provisions of “Blue Page” Article 6.10.3.1.a (place Blue Page Note 1 or Note 2
on the plans. Detailed information on splice locations and maximum shipping lengths is
provided in section 8.11.
8.4.3 Rolled Beams
For spans below 100’, it may be more economical to specify rolled sections over plate girders,
even if there is a weight penalty, since fabrication is considerably simpler. However, due to
ongoing fluctuations in both steel and labor costs, it is difficult to predict with certainty which
option is better. Therefore, the designer shall offer a plate girder alternative design, even if
rolled sections are feasible. In order to avoid the need for separate camber tables and load
rating calculations, the alternative plate girder design shall consist of section properties that vary
by no more than 10% when compared to the rolled section. Similar flange and web sizes of the
rolled section shall be used and a table showing the allowed plate sizes for the alternative girder
shall be shown on the plans. All necessary welding details shall also be shown on the plans so
that the information is available in the event that the alternative plate girder design is chosen. In
addition, if the depth of the alternative plate girder is different than that of the rolled section, the
pedestal elevations or any critical elevations that depend on the depth of the girder shall have
an asterisk placed in the text with appropriate notes directing the contractor to adjust elevations
as necessary. The 12” X ¾” minimum flange size for plate girders does not apply to rolled
beams. However, the designer must still consider stability during erection, space for field
splices, and ability to attach connection plates.
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Structural Steel
When specifying heavy W-shapes of any length (section weight greater than 370 lb/ft or flange
thickness greater than 2 ¼”) or any rolled beam longer than 65 feet in length the designer shall
check with the Metals Engineering Unit for availability of the shape.
Cover plates may only be used on simple span structures. Cover plates shall be full-length,
which means that they shall be extended so that the end of the plate is a maximum distance of
12 inches from the centerline of bearings. The purpose of this limitation is to move the
undesirable Category E fatigue detail to a region of low stress range. Full length cover plates
shall be welded to the flanges as shown in Figure 8.1. For grade separation structures, the wide
plate detail is preferred due to greater ease of repair from potential impact damage.
Figure 8.1
Cover Plate Connections
2017 8-13
8.4.4 Metal Thicknesses
Plate thicknesses shall be designed and detailed in the following increments:
Table 8-1
Steel Plate Thicknesses
Structural steel, (including lateral bracing, cross frames, diaphragms and all types of gusset
plates), shall have a minimum thickness of 3⁄8”. These minimum thicknesses are specified to
insure adequate protection against potential loss of section from corrosion. In areas where the
metal is exposed to marked corrosive influences, it shall be increased in thickness or specially
protected.
Fill plates necessary to make connections are not subject to the 3⁄8” minimum thickness
requirements.
When plates are called out on the plans, their dimensions are called out in the following order:
width x thickness x length.
8.5 Connections
8.5.1 Design
Connections are a very important part of any structural steel design. Good details are important
for strength, serviceability and maintenance of the structure as well as for economical
construction.
Shop connections are designed as welded connections. An exception would be to go with a

bolted section for a built-up fracture-critical member in order to provide internal redundancy.
For structural connections in the field, bolted details shall be used in the vast majority of cases,
due to the difficulties associated with producing high quality welds in the field.
All connections for primary members shall be designed as slip-critical. These include
diaphragms for curved girder bridges. Lateral braces for curved girder bridges may be primary
members depending on configuration. For lateral bracing and diaphragms on curved bridges,
the requirement that the number of bolts be such that the connection capacity is at least 75% of
the member capacity does not apply, since member sizes are often governed by detailing rather
than strength requirements.
Oversized holes are permitted on secondary member connections, unless the designer
specifies otherwise. All primary member moment splice connections shall be detailed for
standard sized holes. For diaphragms and lateral bracing on curved girder bridges, requiring
standard sized holes for all connections may result in fabrication difficulties in that it is difficult to
8-14 2017
Structural Steel
manufacture to the necessary tolerance in multiple planes. It may therefore be better to allow
oversized holes for all lateral bracing members or diaphragms, even if it results in more holes
being required due to design requirements.
8.5.2 Bolts
All bolted connections on bridge projects shall be designed as slip critical, with Class A surface
conditions, unless otherwise approved by the DCES. Bolt lengths shall be such that threads are
excluded from the shear planes in the connection. When individual bolts are shown in horizontal
joints on the plans, they shall be shown with the bolt head up.
8.5.2.1 Bolt Types
ASTM F3125, GRADE A325 high strength bolts are preferred. F3125, GRADE A490 bolts may
be used only when it is not possible to design a connection with Grade A325 bolts. DCES
approval is required for their use.
Designers shall provide the following information on the contract plans for all structural steel
connections: the design surface condition, the number of bolts, the bolt type, and the bolt
diameter.
Bolt types are as follows:
Non-Weathering steel applications (Shop applied zinc-rich primer)

High-strength ASTM F3125, GRADE A325 (Type 1) or
High-strength ASTM F3125, GRADE A325 (Type 1, hot dipped galvanized)
Designers shall show both types of bolts on the contract plans. Choice is at
Contractors discretion with only one type of bolt used per bridge.
Weathering steel applications (Painted or Unpainted)
High-strength ASTM F3125, GRADE A325 (Type 3)
Galvanized or metalized steel applications
High-strength ASTM F3125, GRADE A325 (Type 1, hot dipped galvanized)
8.5.2.2 Bolt Sizes
For most applications, high-strength bolts are sized at 7⁄8 inch. In a given connection, all bolts
shall be the same size. For the entire bridge, all bolts shall be the same size unless there are
detailing or capacity issues that mandate size variation.
The minimum bolt size for members carrying calculated stress is ¾”, except in 2.5 inch legs of
angles where ⅝ inch fasteners are permitted. Structural shapes which cannot accommodate ⅝
inch fasteners shall not be used.
The diameter of fasteners in angles carrying calculated stress shall not exceed ¼ the width of
the angle leg in which they are placed. In angles whose size is not determined by calculated
stress, ⅝ inch fasteners may be used in 2 inch legs.
2017 8-15
8.5.2.3 Bolt Spacing
Bolt spacing shall be detailed on all splice design drawings. For other connection types, the
number of bolts shall be shown, and the designer will check to ensure that the connection can
be fabricated to NYSDOT requirements. The actual bolt spacing is at the fabricator’s option,
provided that minimum spacing and edge distance requirements are met.
The pitch of fasteners is the distance along the line of principal stress, in inches, between
centers of adjacent fasteners, measured along one or more fastener lines. The gage of
fasteners is the distance in inches between adjacent lines of fasteners or the distance from the
back of angle or other shape to the first line of fasteners. The pitch of fasteners shall be
governed by the requirements for sealing.
See the NYSDOT Steel Construction Manual for minimum bolt spacing and edge distances.
Stitch bolts shall be used in mechanically fastened built up members where two or more plates
or shapes are in contact. The pitch of these fasteners shall be as per NYSDOT LRFD Article
6.13.2.6.3 through 6.13.2.6.4.
8.5.3 Welding
8.5.3.1 Weld Sizes
Intermediate stiffener and connection plate welds to flanges and webs shall not exceed 5⁄16 in,
unless required by design. Longitudinal stiffener to web welds shall not exceed 5⁄16 in, unless
required by design.
The minimum flange to web fillet weld sizes shall be as per NYSDOT LRFD Article 6.13.3.4.
8.5.3.2 Weld Detailing
When complete joint penetration groove (CJP) welds are called for, the only information
that needs to be shown on the plans is “CJP” in the tail of the welding callout, unless
design requirements call for special finishing and contour.
Partial joint penetration groove (PJP welds may be used only after consultation with the Metals
Engineering Unit. Transversely loaded partial penetration groove welds shall not be used except
as permitted in LRFD Article 9.8.3.6.2.
Designers and detailers are referred to the American Institute of Steel Construction (AISC Steel
Construction Manual, the American Welding Society publication D1.5, and the NYSDOT Steel
Construction Manual for information on the proper method of detailing welded joints.
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Structural Steel
8.5.4 Copes
Simple shear coped beam connections have a history of being vulnerable to fatigue cracking
initiating at the cope, and shall not be specified for floor beams and stringers.
Blocked flange details as shown in Figure 8.3 are required for floor beams. Blocked flange
details are required for stringers unless there are design situations where coped connections
cannot be avoided because of framing considerations. Two cases shall be considered for
main/primary members:
Case 1 Cope depths < 6 inches:

The minimum radius of the cope shall be 2 inches.
Case 2 Cope depths ≥ 6 inches:

The minimum radius of the cope shall be 6 inches to reduce the stress
concentration that may be present at a notch or tight radius cope.
Cope depths greater than 6 inches shall be reinforced using a

horizontal reinforcement plate welded on each side of the web within the
limits of the cope. (See Figure 8.2)
Designers shall contact the Metals Engineering Unit for specific guidance when this situation
arises. DCES approval is required for coped stringer connections.
Figure 8.2 – Reinforced Cope Detail
2017 8-17
Figure 8.3
Blocked Flange Detail
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Structural Steel
8.6 Stiffeners
8.6.1 Bearing Stiffeners
Bearing stiffeners shall be a minimum of 3⁄4” thick and a minimum of 7” wide. Bearing stiffeners
shall be placed parallel to the skew for skews ≤ 20 degrees, and normal to the web for skews
>20 degrees.
Bearing stiffener welds shall be as shown on the current BD SG sheets.
The ends of all beams and girders and all bearing stiffeners shall be vertical under full dead load
deflection, unless the structural configuration necessitates acceptance of the SDLF condition.
See Section 8.1.3.2.
When two pairs of bearing stiffeners are used for very large reactions, the stiffeners must be
placed a sufficient distance apart to permit access to weld the stiffeners to the web. The spacing
between stiffeners shall be at least equal to their width.
8.6.2 Intermediate Stiffeners and Connection Plates
Intermediate stiffeners shall be a minimum of 3⁄8” thick and 4” wide. Connection plates for
straight girder cross frames and diaphragms shall be a minimum of ½” thick and 7” wide.
Connection plates for curved girder cross frames and diaphragms shall be a minimum of 5/8”
thick and 7” wide. Connection plates also serve as intermediate stiffeners.
Connection plates shall be placed parallel to the skew for skews ≤20 degrees, and normal to the
web for skews >20 degrees. Transverse intermediate stiffeners that are not connection plates
shall be placed normal to the web.
On fascia girders, intermediate stiffeners shall be placed on the side of the web which is not
exposed to view. On interior girders, they shall be located on alternate sides of the web, except
where they are used in conjunction with a longitudinal stiffener on the other side.
Intermediate stiffener welds shall be as shown on the current BD SG sheets.
Connection plate welds shall be as shown on the current BD SG sheets.
8.6.3 Longitudinal Stiffeners
Longitudinal stiffeners shall be continuous for their entire length, with intermediate transverse
stiffeners and connection plates cut short to avoid intersecting welds. Exceptions are when the
longitudinal stiffener is interrupted by a field splice in the girder, or when the stiffener is no
longer required by design. In these circumstances, the designer shall be responsible for
providing the appropriate termination details that comply with the NYSDOT Steel Construction
Manual on the contract plans
When longitudinal stiffeners are required, show them placed on one side of the web only. On
fascia girders they shall be placed on the web surface exposed to view. The intermediate
transverse stiffeners, if necessary, shall be placed on the opposite side of the web. The
longitudinal stiffeners shall be attached to the web plate with full-length, continuous, 5⁄16” fillet
welds. Fabrication details including transverse connection plate and longitudinal stiffener
intersection details shall be in accordance with the NYSDOT Steel Construction Manual.
2017 8-19
8.7 Designation of Tension Zones
The Contract Plans shall clearly indicate the limits of tensile stress of all primary members. This
may include the flanges on continuous steel girders, the legs of rigid frame structures, and the
columns of steel viaducts. This will facilitate control of materials and welding inspection during
fabrication and erection, as specified in the NYSDOT Steel Construction Manual. This
requirement shall apply to reconstruction projects which require new deck slabs, as well as to
new structures.
On continuous steel girder bridges a sufficiently accurate approximation of the point of

combined load contraflexure may be obtained from moment diagrams alone. Using the moment
tables shown on the plans, the designer can total dead load moment, superimposed dead load
moment, and the appropriate live load moment at incremental points along the girder. The point
where zero combined moment occurs can be found by interpolation. This point will reasonably
represent the end of a tension zone and shall be shown as such on the plans.
If stress calculations are available, stresses may be used instead of moments. Designers need
not calculate stresses for this purpose alone. The moment diagram method produces a
conservative estimate of the tension zone limits. Stress calculations improve on this estimate by
factoring in the effect of differing section moduli. However, actual loadings and section moduli
may vary from the assumed values.
The distance from the point of dead load contraflexure to the termination of the tension zone
shall be detailed on the plans to the nearest foot. On straight bridges with equal girder lengths,
the same distance will be shown on all girders.
8.8 Camber
Design cambers include: structural steel dead load, concrete dead load, superimposed dead
load, vertical curve, and total of the above. The dead load from a future wearing surface shall be
included in the determination of camber. When cambers vary between girders due to
differing concrete slab loads, concrete placement sequence, or stage construction issues, they
shall be shown separately in the table.
A camber table and camber diagram shall be shown on the plans. See the current structural
steel Bridge Detail (BD) Sheets for details.
If a steel member is designed with no camber, a note shall be placed on the plans instructing
the fabricator to place the mill camber up.
8.8.1 Sag Camber
By definition, a girder is said to have sag (or negative) camber if any portion of the curve formed
by the top of web in the completed structure falls below a working line constructed through the
top of web points at the girder ends.
Note that all intermediate support points are ignored when applying the above definition. The
designer's attention is directed to the fact that sag camber can be introduced into a girder from
superstructure geometry other than from a sag vertical curve. These other conditions include
any superstructure (straight or curved) in which a Superelevation transition length occurs within
the span, or a horizontally curved superstructure supported on straight girders.
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Structural Steel
Girders with sag cambers are to be avoided because their unstable appearance is aesthetically
objectionable. An exception to this policy may be made when the under feature of the structure
is a waterway. This exception recognizes a reduced concern for aesthetics.
Designers may find that approved geometrics for a bridge project have not considered the
Office of Structures’ policy regarding sag cambers. If this condition exists, the Designer shall
use the following guidelines to minimize the effect or eliminate, when possible, designing a sag
cambered superstructure.
Investigate the possibility of revising the geometrics (i.e., modifying or relocating the sag
vertical curve and/or modifying or relocating the Superelevation transition off the
superstructure). In those cases where a deeper haunch is required, the 8” reinforced
haunch should be used in conjunction with a sag camber.
If a revision of the geometrics is not possible, a variable haunch shall be introduced to

eliminate the need for the sag camber. The depth of haunch for this purpose shall be
limited to a nominal 8”.
8.9 Moment, Shear and Design Load Tables
A table showing moment, shear, and design loads shall be provided on the plans. See the
current structural steel BD sheets for details. Moments and shears shall be given at the same
intervals as the camber table. Moments and shears for AASHTO HL 93 and the NYSDOT
Design Permit Vehicle shall be shown separately.
8.10 Splices
8.10.1 Girder Splices
Girder details for all LRFD projects with spans of more than 140 feet or where a splice is
otherwise required shall be prepared with field splice locations and splice design details shown
on the plans. Details and location access constraints control the erection procedure. However,
designers must always assure themselves that girders can be field spliced following the criteria
shown in this section.
In the design of long stringers and girders, simple or continuous, straight or curved,
consideration shall be given to the need for field splices. Bolted splices shall be designed and
shown on the plans. Fill plates are not allowed.
Unless geometric or dimensional conditions dictate otherwise, splice locations shall be selected
near points of dead load contraflexure to permit hole drilling while still maintaining the required
net area.
2017 8-21
DESIGN
NYSDOT Customary Practice
For simple spans or continuous spans where the total girder is less than 140 feet in length, the
girder will probably be erected as a single segment and no splice design will be necessary.
For simple spans greater than 140 feet in length, the preferred location for the splice, based on
load considerations only, is at the one-third point.
For continuous spans greater than 140 feet in length, the preferred location for the splice, based
on load considerations only, is near the dead load contraflexure point. Note that on longer
structures the points of dead load contraflexure can be greater than 140 feet apart, in which
case the preferred locations would be where the size of the splice and number of bolts is
minimized.
Additional constraints on splice location include the following:
 The minimum distance from a flange plate transition groove weld to the nearest
flange splice bolt hole or lateral gusset plate bolt hole is 12 inches
 The minimum distance from a groove welded flange splice to the end of a field splice
plate is 6”.
 The minimum distance from a lateral gusset plate to the end of a flange splice plate
is 6 inches.
 The minimum distance from a stiffener or connection plate to the end of a flange
splice plate is 12 inches.
 The minimum distance from a stiffener or connection plate to a groove welded splice
in either the flange or web is 6 inches.
The compression flange must be designed considering the steel dead load acting on the
unbraced length (before diaphragms are attached). Refer to Section 8.4.2.5 for requirements for
stability of the structural steel during transportation and erection.
It is preferable to group the design of the splices at any splice location by designing all splices
using the heaviest section or greatest moment rather than vary the splice designs across the
structure. This avoids confusion and possible construction problems, and will usually provide the
most economical solution.
Vertical Clearance
When locating the splice, the designer shall consider the effect of the splice on vertical
clearance. Vertical clearance at the splice location will be reduced by the bottom flange splice
plate, washer, nut and free end of bolt (see AISC table titled “Entering and Tightening
Clearances”). If the splice affects minimum or critical vertical clearance, the designer shall show
the revised minimum or critical vertical clearance on the plans. Vertical clearance issues may
control the location of splices.
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Structural Steel
Erection
Erected and spliced segments must be statically stable. Depending on the span arrangement,
this may require the use of falsework or splicing of the girder on the ground. Note that when a
girder is spliced on the ground the unbraced compression flange length may increase. The
girder must be stable during all phases of erection and construction.
Structures which are difficult to erect (e.g., tub girders, long simple spans) shall show a
suggested method of steel erection in the Contract Plans. This is required because the
Contractor is responsible only for additional stresses caused by their erection scheme, and the
Contractor may assume the simplest erection method possible if none is shown on the plans.
Falsework
A falsework schematic shall be shown on the plans when it is required for stability of the
compression flange or stability of the structure. When falsework is required, the designer must
get approvals from the appropriate agencies. The Rail Unit, Real Estate or Highway Design (for
Temporary Traffic Control) typically need to be contacted. Railroads will not allow falsework
within the track zone and also may not allow any splices above the tracks. Work Zone Traffic
Control issues may also control the location or use of falsework. Design of the falsework is the
responsibility of the Contractor, subject to the approval of the DCES.
Shipping
The maximum shipping length is 140 feet based on permitting and geometric limitations. The
maximum girder depth is typically 14.0 feet, although depths up to 16 feet may be used in
special circumstances with the approval of the Metals Engineering Unit. The issue of special
hauling permits is typically handled by the fabricator and is controlled by weight of the girder
segment and the configuration of the truck and trailer used. The maximum shipping weight of a
segment is 100 tons.
Cranes
For typical structures, the designer may assume the maximum single crane pick is 100 tons.
Nearly all structures constructed for the Department are erected by a single crane. For
structures which require larger or multiple cranes to erect, contact the Metals Engineering Unit
for assistance. When splicing needs to be done before erection it must be noted on the plans so
the Contractor is aware of the possible need for a larger (or multiple) crane(s) at bidding.
Additional Items
A High-Performance-Steel simple span may be long enough to require the use of two field
splices.
Falsework up to 16 feet in height has an assumed cost of $5,000 per location for typical 40 to 50
foot wide structures. It is preferable to avoid the cost of these temporary structures and
strengthen the compression flanges if the added steel cost is similar.
Fracture-Critical Members shall have splice plates constructed from Fracture-Critical material.
2017 8-23
Design Calculations
Bolted designs shall use ASTM F3125, GRADE A325 bolts only. Bolts shall be designed as per
the NYSDOT LRFD Bridge Design Specifications and the NYSDOT Steel Construction Manual
(SCM). Bolts must be designed both for strength and for slip-critical loading using Class A
surface conditions unless otherwise approved by the DCES. Bolt lengths shall be such that
threads are excluded from the shear planes in the connection. Designers shall reference
NYSDOT SCM-Section 2 on bolting and splices (including fill plates, as appropriate). Use 7/8
inch bolts for typical girder splices. Larger bolt sizes are acceptable if the design would require a
large number of 7/8” bolts, or if a limited time is available for splice connection (such as over a
railroad).
Refer to the American Institute of Steel Construction Table titled “Entering and Tightening
Clearances” and to Section 8.6.2 of this manual for a discussion of bolted connections.
Computer Programs
NSBA SPLICE is the recommended program for splice design. For questions involving this
program contact the Structures IT Systems Unit or Office of Structures Design Bureau.
NSBA SPLICE has the following limitations:
 It is limited to straight steel I-girders.

 It will not design hybrid splices, girders must be homogeneous.
 Flanges must be parallel at the location of the splice (do not locate the splice at a
location the web depth is varying).
 Bolt patterns are limited to constant pitch, non-staggered patterns.
 The program designs only symmetric splices, which may not be the most cost
effective.
 The program assumes the top flange of the girder is not embedded into the slab.
Estimate
The splices will be paid for under the Structural Steel items. No additional weight calculations
are necessary for typical structures, as the typical 3% accounts for the splice plates and bolts.
8.10.2 Rolled Beam Splices
When rolled beams are used for continuous structures, the field splices shall be located in areas
where no cover plates are required.
8.11 Framing Plans
See Article 6.6.1.2 of the NYSDOT LRFD Bridge Design Specifications.
Typical framing plans for steel structures are shown in the current Structural Steel BD Sheets.
Diaphragms shall be placed parallel to the skew angle for skews 20° and less. Diaphragms shall
be placed perpendicular to the girders for skews over 20°.
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Structural Steel
8.12 Curved Girders
On curved girder projects with radii less than 600 feet it is important to coordinate with the
Metals Engineering Unit early in the design phase to assure that special fabrication and erection
concerns are addressed.
Diaphragms in curved girder structures are primary members and designed to carry dead and
live load. Except for end diaphragms they shall be placed radial to the girder in a single line
across the bridge. A diaphragm should not be placed along the line of support at an interior
skewed support. Curved girders have special diaphragm and lateral details that are shown on
the current Structural Steel BD Sheets.
Curved girders that are designed as straight girders because their curvature does not exceed
the limitation contained in the NYSDOT LRFD Bridge Design Specifications still need special
provisions for design and detailing. These girders must also use the diaphragm and lateral
connections details for curved-girder bridges.
8.13 Trusses
It is important to coordinate with the Metals Engineering Unit of the Office of Structures early in
the design phase of a truss project to assure that fabrication concerns are addressed.
8.13.1 General Considerations
Trusses are a viable structural form when there are clearance restrictions on beam depth that
would preclude the use of girder spans. Trusses also become an economical option when span
lengths are long enough to make plate girders impractical. Trusses are a very efficient structural
form in the use of material, however their complex fabrication tends to make them costly. They
are also nonredundant structures which leads to special design considerations.
A modified Warren truss (incorporates verticals) is appropriate for most highway bridge
applications, although other truss forms can be considered.
Skewed trusses shall be avoided. The skew makes fabrication difficult and costly and introduces
out of plane bending problems to the structure. Small skew angles can often be eliminated by a
small increase in the span length.
End portals and sway bracing shall be placed a minimum of 17’-6” clear above the roadway
surface (includes usable shoulder), regardless of minimum vertical clearance requirements for
that highway classification.
It is better to keep sidewalks inside the trusses rather than placing them on outside cantilevers.
This provides more lateral stability to the structure and helps keep traffic and road salts away
from critical members. A vertical faced concrete parapet shall be used between a sidewalk and
the truss. Where there are no sidewalks, a concrete parapet shall still be provided, and a 6”
minimum clearance shall be maintained between the back of concrete barrier or parapet and the
truss to accommodate formwork.
When a metal railing system is used on bridge rehabilitation projects with concrete decks, the
system shall be anchored in the deck and not attached to the truss elements. If clearance
conditions permit, a clear zone shall be provided to accommodate lateral deflection of the railing
system.
2017 8-25
Galvanizing is the preferred means for corrosion protection. Where galvanizing is objectionable
due to aesthetic concerns, a three coat paint system shall be specified. Trusses constructed
out of uncoated weathering steel have, at times, corroded excessively, especially at panel
points and floor beam-truss connections. Therefore, weathering steel shall not be used for
trusses carrying vehicular traffic. Weathering steel may be used for trusses carrying only
pedestrian traffic.
8.13.2 NYSDOT Truss Design Practices
Geometry:
Truss and member proportions shall follow the direction provided in the NYSDOT LRFD Bridge
Design Specifications.
Sections:
Designers shall keep variations in member shapes and sizes to a minimum. To achieve this
objective, it is best to establish a constant out-to-out dimension for all chord members. Based on
past experience, it is frequently more cost effective to use fabricated members than rolled
sections because of their tighter tolerances. Rolled sections may vary for “tilt” and “in-out” by
more than 3⁄16” and sometimes require further work to bring them into the necessary tolerances.
Closed box sections are the standard configuration for lower chords. Although closed box
sections are more expensive to fabricate, they eliminate the long term maintenance and
durability concerns associated with H-shaped sections. H-shape sections tend to trap debris
and moisture, especially if the bridge is on a level alignment.
Framing:
The floor beams of trusses should be designed as simply supported although it is recognized
that some negative end moments can and probably will develop. This needs to be considered
when designing for fatigue. Floor beam to truss connections shall always be blocked, and never
be coped.
The standard configuration for stringers is as simply supported between floor beams. To avoid
the need for coped details, they shall be framed below the plane of the floor beam.
Alternatively, they may be run continuously across the tops of the floor beams.
Internal Diaphragms:
Designers shall include internal diaphragms within fabricated closed box chord sections. These
diaphragms are to be located at panel points, and elsewhere where required by design. Internal
diaphragms on closed box sections shall be detailed as being fillet welded to three sides, and
tight fit to the fourth.
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Structural Steel
Camber:
Because the steel fabrication industry prefers assembling trusses in a fully cambered position,
(i.e.: member lengths adjusted for deadload and vertical curve cambers), designers are advised
to evaluate the secondary force effects which will arise when the truss is fabricated in this
fashion. These secondary force effects are generally minor when the truss proportions follow
the guidelines provided in the NYSDOT LRFD Bridge Design Specifications
Truss Detailing Guidelines:
Details must be designed to allow accessibility to make field bolted connections. Hand holes in
the bottoms of closed box sections will be needed for erection purposes. These holes shall be
protected with screening to prevent roosting birds from entering.
Fill plates in bolted connections are sometimes necessary. Fillers greater than or equal to ¼”
thick shall be designed in accordance with Section 6.13.6.1.5 of the NYSDOT LRFD Bridge
Design Specifications.
Use Category “C” or better welded fatigue details on all fracture critical members.
Designers shall include the following information on the contract plans, to facilitate the
quality assurance review of the steel fabrication drawings:
 Table of Fracture Critical Members

 Table of LRFD Member Forces: DC1, DC2, DW, LL + Impact (AASHTO HL-93 and
NYSDOT Permit Vehicle)
 Truss Camber Diagram: Provide the lengths members must be lengthened or
shortened to compensate for dead load and vertical camber. Dimensions provided
should include total unfactored deadload (DC1 + DC2 + DW) and vertical curve
camber.
 Truss Working Lines Diagram: Provide member lengths (with horizontal components
adjusted for grades greater than 3%), and offsets to datum for grade.
8.14 Prefabricated Vehicular Truss Superstructures
8.14.1 General
Prefabricated vehicular truss superstructures are designed by the manufacturer after the
contract has been awarded. The Prefabricated Vehicular Truss specification only includes the
steel superstructure: trusses, floor beams, stringers, shear studs, bearings, and anchor bolts. It
does not include the bridge deck, barrier or railing system, and deck joints. Separate designs,
details, and payment items, must be shown on the contract plans for these components.
The owner/designer shall follow the considerations and guidelines for trusses in Section 8.14.2.
2017 8-27
8.14.2 Detailing Guidelines
Contract plans shall include, but are not limited to, the following information:
Design Load Table (similar to Table on BD-SG13E )

Structural Deck
Haunch (where applicable)
SIP/FSIP forms
Utilities
Sidewalk
Future Wearing Surface
Railing/ Parapet
Assumed Live Load
Haunch Table (similar to Haunch Table on BD-SS5E )

Provide bottom of slab elevations at 1/10 points or assumed truss panel points
Geometric Limitations/ Constraints/ Assumptions:
Top of deck elevations at abutments
Assumed superstructure depth (top of slab to top of pedestal) used to calculate assumed
bridge seat and pedestal elevations
Minimum vertical clearance requirements (over and under)
Minimum horizontal clearance requirements, if necessary
Truss span length:
Centerline to centerline of bearings
Transverse Section
Assumed Truss spacing
Assumed Stringer Spacing (5 foot minimum, 11 foot maximum)
Deck width
Deck thickness (9.5”)
Assumed Concrete Deck Overhang (2’-6” minimum for steel railing system, 2’-0”
minimum for concrete barrier
Width between railings and curbing
Concrete curb or Sidewalk width
Truss Connections:
Bolted Connections are required. Welded connections are not allowed.
Truss Type:
If a particular type of truss is required it must be clearly indicated in the contract plans.
The truss types typically used are Warren, Pratt, Bowstring and Howe. Designers should
indicate all acceptable truss types in the contract documents.
Top Chord:
Indicate preferred orientation of the top chords. The top chord options are sloped or horizontal.
Trusses with sloping top chords or lenticular configurations are often preferred based
on aesthetic considerations.
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Structural Steel
Overhead/portal bracing:
It shall be clearly indicated on the plans if overhead/portal bracing is allowed and/or required.
Vertical clearance requirements shall be clearly shown on the plans. Standard vertical
clearances can be found in Section 2. End portals and sway bracing shall be placed a minimum
of 17’-6” clear above the roadway surface due to the significance of the members.
Camber Requirements:
Indicate that the bridge shall be cambered to offset the calculated dead load deflection, and
exactly match the profile specified on the contract plans.
Finish:
Allowable finish options include painted, metalized or galvanized steel. When steel is to be
painted, the required color shall be indicated in the contract documents.
Standard Notes to be included on the Contract Plans:
See Chapter 17.
8.14.2.1 Superstructure Items not covered under the Special Specification
The following items need to be designed and detailed on the contract plans and paid for under
separate item numbers.
Deck Type:
Deck options include concrete (cast-in-place or precast), steel grating (open or filled), or timber.
Concrete decks shall be designed and detailed in accordance with Section 5.1.5.1 of the NYS
Bridge Manual. Also see BD-SS sheets for standard details.
Steel Grating decks shall be designed in accordance with the NYSDOT LRFD Bridge Design
Specifications, or through the use of design aids provided by the Bridge Grid Flooring
Manufactures Association (BGFMA). If using BGFMA standards provide grating details and a
deck panel layout. Floor beams and stringers shall be metalized or galvanized when an open
steel grid floor system is used.
Timber decks shall be designed in accordance with the NYSDOT LFRD Bridge Design
Specifications. Also see Section 10 and the BD-WD sheets for standard details. Provide wood
species, combination number, deck thickness, and wearing surface thickness. Specify that all
wood used for permanent applications shall be pressure impregnated with wood preservative in
accordance with the requirements of AASHTO 133.
Top flanges of stringers and floor beams shall be isolated from the timber decking, using a strip
of waterproof membrane material, in accordance with Section 10.5.6
Timber deck surfaces should be protected by the use an asphalt wearing surface. If an asphalt
wearing surface is used a waterproof membrane shall be placed between the wearing surface
and the timber deck. See the BD-WD sheets for standard details.
2017 8-29
Railing/Barrier System:
Railing system options include: concrete bridge barrier, steel bridge railing, or timber bridge
railing. Concrete barrier is preferred as it does a better job of keeping road salts away from
critical truss members. Railing/barrier system shall be anchored to the deck, and not attached to
the truss elements.
Minimum offset from back of concrete barrier to face of truss shall be 6” for forming purposes.
Minimum offset of steel bridge railing from back of railing post to face of truss shall be 8”. Offset
shall be commensurate with the design deflection. Indicate railing type, (two or four rail); type of
finish (galvanized, galvanized & painted), and provide standard details as shown on the
appropriate BD sheets. It should be cautioned that painting galvanized members is a difficult
process that has not always lead to satisfactory results.
Minimum offset of Timber Bridge railing from back of railing post to face of truss shall be 8”.
Offset shall be commensurate with the design deflection. Indicate railing type, (two or four rail);
and color (when applicable) Also, see BD-RT sheets for standard details.
Joints:
Provide armorless or modular joints based upon design movement.
8.15 Miscellaneous Details

8.15.1 Bolsters
Bolsters are steel supports placed beneath the girder and above the bearing. They are typically
used at piers when two spans have different depths, and are acceptable only on rehabilitations.
For new construction, the best practice for aesthetic and constructability reasons is to use a
constant web depth for adjacent spans. If different section depths must be used on adjacent
spans for new construction, it is always preferable to step the concrete of the cap beam or
pedestal instead of using bolsters.
When bolsters are used, they must be carefully designed and detailed. Two types of bolsters
are available, based on their aspect ratios.
Low bolster, A/B 1 Use rolled section, See Figure 8.4

High bolster, A/B ≥1 Use fabricated section, See figure 8.5
Do not turn the rolled section bolster on its side as it will create significant difficulties with
welding.
Bearing stiffeners on bolsters shall meet the same design, detailing and fabrication
requirements as bearing stiffeners on girders.
Bolsters shall be paid for separately under Item 564.70, Structural Steel Replacement. They are
not included in the bearing item in order to assure that the steel fabrication is performed in the
proper manner.
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Structural Steel
Note: weld sizes shown are minimums
Figure 8.4
Low Bolster Detail and Section A-A
Note: weld sizes shown are minimums
Figure 8.5
High Bolster Detail
2017 8-31
8.15.2 Safety Handrail
Safety handrails shall not be included unless required as per approved preliminary plans or local
owner specifically requests them. If included, they should be used on both sides of interior
girders and on the inside of fascia girders. Details of field-erected and shop-erected handrails
are available on the current BD sheets. Cost of handrails shall be included in the unit prices bid
for the structural steel. Also see Section 22.6.
8.16 Railroad Structures
8.16.1 General Considerations
Railroad structures are commonly 2 girder structures or trusses that therefore contain
fracture critical elements.
Contract plans shall include:
 A listing of all primary/main members.

 Tension zones defined for floor-beams and girders
 A table of all fracture critical members.
8.16.2 Design
Design of railroad structures shall be in accordance with current A.R.E.M.A. specifications.
8.16.3 Details
The purpose of knee brackets is to brace the compression flange of through girders and support
the ballast curb plate. The flanges of the knee brackets shall not be interrupted by notching to
accommodate the curb plates. Although this will cause the cover plates to be installed in
multiple segments, the integrity of the knee bracket outweighs the ease of installation issue.
Curb plates shall be notched to fit around stiffeners and girder web attachments as needed. The
curb and cover plate needs to be contiguous to protect the membrane system. Curb plates shall
be bolted to knee braces and the girder web using clip angles. Welding is only to be considered
where access is a problem.
The deck plate may be welded to the curb plate. The knee bracket must be cut short to allow for
the attachment of the curb plate to the deck plate. The deck plate needs to be installed under
the knee bracket during construction. This leaves a gap underneath the knee bracket to allow
the deck plate to be installed. The curb plate is configured to have a v-groove joint at the
junction of the curb and deck that can be welded with a partial penetration grove weld in the
field.
8-32 2017
Structural Steel
8.17 Movable Bridges
Design of projects of this complexity requires special consideration. Early involvement with the
Metals Engineering Unit is highly recommended.
A very different set of criterion must be followed on moveable structures, such as bascule or
post-lift bridges. Specifically the nondestructive testing requirements for the machine parts, etc.,
for the electrical and mechanical portions of the bridge must be clearly defined on the contract
plans. Additionally any required stair wells, hatches, and other appurtenances shall be detailed
and shown with the proper steel payment item on the contract plans.
Contract plans shall also include:
 Identification of main members and/or tension components

 Identification of the tension or reversal zones.
 Listing of fracture critical members or members that must meet minimum toughness
(CVN) requirements i.e. bascule lateral bracing or edge beams.
 Special Non-destructive testing requirements.
Designers shall consult the AASHTO LRFD Movable Highway Bridge Design Specifications.
8.18 Pedestrian Bridges
8.18.1 General
Pedestrian bridges can be detailed as I-beams, box girders or a prefabricated truss. I-beam or
box girder pedestrian bridges shall be completely designed and detailed in the contract plans of
Design/Bid/Build projects. Prefabricated truss pedestrian bridges require a different
approach because they are designed by the manufacturer after the contract has been awarded.
See Section 2.5.4 for loading requirements.
The contract documents must provide sufficient details so the manufacturer can supply the
intended type of structure. Discussions with the owner should include any project specific
aesthetic or architectural treatments required.
While the designer must provide the manufacturer with enough information so that an accurate
bid can be prepared, the designer must also recognize that unnecessary restrictions may result
in excessively high bids. Only specify those specific requirements absolutely necessary for the
bridge to meet the project’s safety, aesthetic and structural requirements.
8.18.2 Design Guidelines
Section 8.14 also applies to pedestrian trusses except that members do not need to be
considered fracture-critical, and fatigue is not a consideration. This is because live loads on
pedestrian bridges are quasi-static in nature.
2017 8-33
8.18.3 Detailing Guidelines
If a particular type of truss is required it must be clearly indicated in the contract plans. The
truss types typically used are Warren, Pratt, Bowstring and Howe. Designers shall indicate all
acceptable truss types in the contract documents. For additional information see the following
section on truss member styles.
Deck joint and accessory details shall be indicated but full details should not be shown, as they
are included as part of the proprietary bridge superstructure.
Bearings need to be shown on the plans but not detailed because they are designed by the
contractor’s engineer in accordance with the pedestrian bridge specification.
Truss Member Style:
Top chords: The top chords can be sloped or horizontal. Trusses with sloping top chords or
lenticular configurations are often preferred based on aesthetic considerations.
Verticals: The locations of vertical members must be indicated on the contract plans, if required.
Overhead/portal bracing: Overhead/portal bracing details must be shown if allowed or required.

If overhead/portal bracing details are not allowed that must also be clearly indicated on the
plans. If overhead bracing is allowed vertical clearance requirements shall be shown. Standard
vertical clearances can be found in Section 2.
Camber:
The required camber shall be indicated in the contract plans for non-prefabricated bridges.
For prefabricated bridges the camber is the responsibility of the fabricator. However, the
designer shall indicate desired final appearance of bottom chord (e.g., flat or follow profile) for
aesthetic reasons.
Finish:
The required finish of the steel shall be indicated on the contract plans. Finish options include
galvanized or painted steel. When steel is to be painted, the required color must be indicated in
the contract documents.
Deck Type:
The type and specific details of decking are required on the contract plans. The available types
of decking include concrete, timber (glulam), fiber reinforced polymer (FRP), or plastic (PVC or
composite) Steel grating decking shall not be used due to issues related to corrosion
vulnerability and pedestrian/cyclist safety.
The recommended minimum depth for a concrete deck is 6”.
8-34 2017
Structural Steel
Width Requirements/Guidelines:
Horizontal clearance requirements shall be indicated on the contract plans, i.e. clear width
between trusses/railing/curbing etc.
Deck widths should generally be greater than span/22 when overhead bracing is not allowed
and span/30 when overhead bracing is allowed.
If passage of emergency vehicles is allowed a minimum clear width of 10 feet is required.
Deck widths for prefabricated structures greater than 14 feet are not recommended, as they
require a longitudinal splice in the bridge for shipment.
Railing/Protective System:
Indicate railing height, material type (steel tube or wood) and type of finish.
Provide details for Horizontal safety rails, vertical pickets and protective fencing if required.
When fencing is required provide: height, type (galvanized or epoxy-coated), color and
maximum opening.
Indicate minimum 5” toe rails located no more than 2” above the deck.
When grade is 5% or greater, ADA compliant handrails shall be provided on both sides of
pedestrian walkway. Refer to HDM Chapter 18 for handrail requirements.
Indicate end treatment and approach railing types.
Truss Accessories:
Bollards, ramps, stairs, lighting, signing, and utility hangers are examples of items that can be
provided on a pedestrian bridge. Specific details that are required must be shown on the
contract plans and the item(s) under which they are to be paid must be indicated.
Bollards shall be used if vehicular traffic is to be restricted.
2017 8-35
Section 9
Prestressed Concrete
9.1 Introduction
Concrete is approximately ten times stronger in compression than in tension. Typical

reinforced concrete design assumes that concrete under service loads will crack in tension
zones, and steel reinforcing bars are used to carry the tensile forces. Prestressed concrete
design, on the other hand, applies compressive force to the anticipated tension zones of the
concrete member by using pretensioned or post-tensioned, high-strength steel strands.
When properly designed, tension in the member under service loads is reduced or
eliminated and concrete cracking is reduced.
Precast concrete members are especially advantageous in situations where quick erection
is desired. Precast concrete members are fabricated year-round and can be delivered,
erected, and put into service in a very short time. Prestressed concrete beams are expected
to provide long, maintenance-free service.
A number of prestressed concrete bridge types are used in New York. Bridges have been
built using slab units, box beams, NEXT beams, AASHTO I-beams, bulb tee beams, deck
bulb tee beams and segmental box girders. This section will discuss: the different types of
prestressed beams, the advantages and limitations of each beam type, and parameters
used in the design of prestressed concrete beams. The use of beam types or parameters
outside of the limitations stated in this section will require the approval of the Deputy Chief
Engineer (Structures) for Design Bid Build projects or the acceptance of an Alternate
Technical Concept during the Design Build process.
9.1.1 Pretensioning
Pretensioning a concrete member is accomplished by tensioning prestressing strands to the

required tensile stress using external jacks and anchors, casting the concrete member
around the tensioned strands and, releasing the external strand anchors after the concrete
has achieved the required minimum strength. Precompression is induced by the transfer of
force through the bond between the prestressing strands and concrete.
9.1.2 Post-Tensioning
Post-tensioning a concrete member is accomplished by tensioning unbonded prestressing

strands using an external jack on one end of the member and an anchor placed directly
against the hardened concrete on the other end. The strands are typically internal to the
member, but may be placed externally. A second anchor is secured against the member
and the jacking force is released to transfer the load into the member as a precompression
force.
2017 9-1
9.2 Beam Types
9.2.1 Solid or Voided Slab Units and Box Beams
Standard box beam and slab units are available in widths of 4 ft. and 3 ft. Designs that use
the fewest number of beams for a given superstructure will achieve the greatest economy in
fabrication, shipping, and erection costs. Therefore, even if it results in a wider
superstructure than is actually required, it is strongly recommended that an adjacent precast
concrete unit superstructure be made exclusively out of 4 ft. wide units. A combination of 4
ft. and 3 ft. wide units may be selected if the required construction staging sequence or
other constraint prevents the exclusive use of 4 ft. units. Configurations involving a single 3
ft. unit mixed with 4 ft. units are inefficient to fabricate and should be avoided. 4 ft. wide box
beam and slab units shall be used for the fascia beams to provide adequate space for the
placement of the bottom railing anchor plates or concrete barrier reinforcing bars. This is
especially important for alignments requiring curved railing or barrier.
Standard box beam depths range from 24 to 54 inches, in three inch increments. Standard
slab unit depths range from 12 to 21 inches, also in three inch increments. If a non-standard
depth is needed for a specific application, contact the Concrete Engineering Unit for
guidance. For multi-span bridges, a constant unit depth is preferable across all of the spans
since variable depth units are difficult and expensive to construct.
Slab units or box beams placed adjacent to each other are appropriate at stream crossings
having limited freeboard because they provide a continuous flat surface along the bottom of
the superstructure that prevents debris from becoming trapped under the bridge and
impeding the hydraulic flow. Additionally, their relatively shallow depth provides greater
clearance than spread beam types of superstructures. However, because interior
deterioration can not be observed by a visual inspection and they are difficult to repair, the
use of adjacent prestressed concrete slab units and box beams shall be limited to only
situations such as stream crossings where debris accumulation is a concern or when there
is limited depth available for the structure. The use of adjacent slab or box units is not
allowed without DCES (or ATC, for Design Build) approval.
Spread box beam superstructures require thicker concrete decks with heavier reinforcement
and the necessary form work for the deck placements, but the reduced number of beams
used per span may prove economical for spans up to 100 ft. In addition, bridge
superstructures utilizing spread concrete beams have some advantages over adjacent
precast concrete unit superstructures:
 Spread beams have open bays to accommodate utilities when required.

 Spread beams can accommodate field adjustments due to variations in camber
and/or camber growth, especially for staged construction.
 Spread beams are better suited to handle large deck cross slopes and curved
alignments.
When choosing a spread box beam superstructure, the following shall apply:
 Only 4 ft. wide box units shall be used.

 For spread box units, external diaphragms shall be placed as follows:
 End diaphragms are always required.
9-2 2017
 No intermediate diaphragms are required for spans up to 65 ft.

 One intermediate diaphragm is required at midspan in spans over 65 feet and up
to 100 feet. It is not anticipated that spread boxes will be used over 100 feet.
 The external and internal diaphragms at midspan must be on the same line.
 Contract plans and beam details shall show provision for attaching the steel
diaphragms to the spread box beams.
Deck overhangs on adjacent prestressed slab units and box beams shall be a minimum of
4” and a maximum of 6”. The bottom of the overhang shall slope to drain away from the
beam so that chloride-laden runoff water will not run down the side of the beam. Deck
overhangs on spread box beams shall be a minimum of 8” and a maximum of 2’.
The standard longitudinal joint size between adjacent prestressed slab units and box beams
shall be a minimum of ¾”, and a maximum of 11⁄4”at the bottom. Joints between stages of
stage construction shall follow the details shown on the BD sheets.
The maximum skew angle for a bridge using box or slab units is 50°.
Internal diaphragms in adjacent precast concrete slab units and box beams shall be
positioned parallel to the skew and have a minimum width of 1’-2”.
Transverse tendons shall be placed parallel to the skew of the unit and be placed as close
to the mid-depth of the section as possible. Each transverse tendon consists of three ½”
diameter low relaxation strands tensioned to 28,000 lb. per strand. Transverse tendons are
tensioned after the shear keys have been grouted and before the deck slab has been
placed.
Internal diaphragms and transverse tendons shall be spaced as follows:
 For span lengths less than 50 ft., a total of three transverse tendon locations are
required. One group of tendons is located at each end of the unit approximately
7” from the centerline of bearings and another group of tendons is located at the
centerline of the span.
 For spans greater than or equal to 50 ft., a total of five tendon locations are
required: one group of tendons at each end approximately 7” from the centerline
of bearings, one group of tendons at the centerline of the span, and one group of
tendons midway between each end group and the centerline of the span.
 For stage construction placing and tensioning of transverse tendons and
diaphragms shall be as shown on the appropriate BD sheets.
The transverse tendon holes in all units and the transverse tendon blockout on the fascia
units shall be checked to ensure that they do not interfere with either the longitudinal
prestressing strands or bar reinforcement.
2017 9-3
9.2.2 Northeast Extreme Tee (NEXT) Beams
The two types of NEXT beams used on NYS bridge projects are the type D beam and type
F beam.
The type D NEXT beam (Deck Beam) is a beam with a full-depth flange supported by and
integral with two webs. The flange of a type D beam acts as the structural bridge deck. Type
D beams require a cast-in-place concrete joint between adjacent beams. The cast-in-place
joints utilize High Performance Internally Cured Concrete (HPIC), Ultra High Performance
Concrete (UHPC) or non-shrink grout material. Because type D beams do not require a
separate deck pour, they can facilitate the use of accelerated bridge construction methods.
When choosing a type D NEXT beam superstructure, the following shall apply:
• Beam width is between 8’-0” and 10’-0”.

• Beam depth, as detailed in the NYS Bridge Detail Sheets, ranges from 29” to 41”.
• Maximum skew angle is 30°.
• Details for the longitudinal concrete joint between adjacent beams are provided
in the BD-PC series of standard drawings.
• Beam top surface shall receive a 1" nominal, ¾” min. thick Polyester Polymer
Concrete (PPC) or a 2” min. asphalt overlay with DCES approval.
• The flange reinforcement shall be stainless steel when the two-way AADT >
50,000 or one-way AADT > 25,000. Otherwise, chromium alloyed steel
(AASHTO MP-18) or galvanized steel shall be used.
• If the flange reinforcement is stainless steel, the beam stirrups and strand
confinement bars shall also be stainless steel. Otherwise, use plain steel for the
stirrups and confinement bars.
• Reinforcement cover shall be provided as shown on the appropriate BD sheets.
The type F NEXT beam (Flange Beam) is a beam with a partial-depth flange supported by
and integral with two webs. The flange of a type F beam acts as the formwork for a full
depth, structural, cast-in-place reinforced concrete deck. Type F beams do not require a
concrete joint connecting adjacent beams to each other. Although type F beams require a
deck pour, eliminating the need for formwork reduces construction effort over conventional
deck construction.
When choosing a type F NEXT beam superstructure, the following shall apply:
• Beam width is between 8’-0” and 12’-0”.

• Beam depth, as detailed in the NYS Bridge Detail Sheets, ranges from 24” to 36”
excluding deck thickness.
• The standard longitudinal gap between adjacent beams shall be ½” at the top of
the beam. See current BD sheets for gap form detail.
• A full depth structural deck is necessary.
NEXT beams do not require diaphragms or transverse tendons.
9-4 2017
9.2.3 I-Girders
The following types of concrete I-Girder beams are available for use on NYS bridge projects:
Northeast Bulb-Tee (NEBT), Northeast Deck Bulb-Tee (NEDBT), Prestressed Concrete
Committee for Economic Fabrication Bulb-Tee (PCEFBT), Prestressed Concrete Committee
for Economic Fabrication Deck Bulb-Tee (PCEFDBT), and AASHTO I-Beam. Due to form
availability, the Bulb-Tee shape is preferred over the AASHTO I-Beam.
Deck Bulb-Tee superstructures have the following advantages and disadvantages when
compared to Bulb-Tee’s with cast-in-place decks:
Advantages:
 Suitable for accelerated construction.
 Capable of providing a shallower superstructure for a given span.
 More durable deck slabs.
 Less superstructure weight.
Disadvantages:
 Individual beams weigh more than Bulb-Tee’s of same length.
 No separate deck for differential camber adjustment.
 Deck replacement is not feasible.
When choosing a Deck Bulb-Tee beam superstructure, the following shall apply:
• Beam top flange width can range from 5’-0” to 8’-0”.

• Beam depths can range from 40” to 80”, in eight inch increments.
• Details for the longitudinal concrete joint between adjacent beams are provided in
the BD-PC series of standard drawings.
• Beam top surface shall receive a 1" nominal, ¾” min. thick Polyester Polymer
Concrete (PPC) or a 2” min. asphalt overlay with DCES approval.
• The flange reinforcement shall be stainless steel when the two-way AADT >
50,000 or one-way AADT > 25,000. Otherwise, chromium alloyed steel
(AASHTO MP-18) or galvanized steel shall be used.
• If the flange reinforcement is stainless steel, the beam stirrups shall also be
stainless steel. Otherwise, use plain steel for the stirrups bars.
• Intermediate diaphragms are required at midspan for span lengths less than 65
ft., third points for span lengths between 80 ft. and 120 ft., and quarter points for
span lengths greater than 120 ft.
When choosing a Bulb-Tee beam or AASHTO I-Beam superstructure, the following shall
apply:
• See the BD-PC series of the Bridge Detail Sheets for standard beam sizes.
• Contract plans shall show galvanized steel diaphragms. If concrete diaphragms
are required due to site specific conditions, DCES approval is necessary. Contact
the NYSDOT Concrete Engineering Unit for concrete diaphragm details.
2017 9-5
 No intermediate diaphragms are required for spans up to 65 ft. Midspan

diaphragms are required for spans greater than 65 ft., and up to 100 ft. Spans
greater than 100 ft. require diaphragms at the third points.
 For superstructures with cross slope greater than 4%, AASHTO I-beams shall be
considered. These shapes have narrower top flanges, which will eliminate the
need for large haunches. Bulb-Tee beams may also be used by reducing the top
flange down to three feet in width.
9.2.4 Segmental Precast Box Girders
Segmental precast box girder superstructures may be viable and economical alternates for
the following type of structures:
 Long Multi-Span Bridges:

 Segmental precast box girders are well suited for long multi-span bridges on
straight or curved alignments in locations where Temporary Traffic Control issues
and/or environmental concerns require that field work be minimized. Repeated
use of an erection set up for the box girder segments is the main advantage. The
Span-by-Span method of erection is generally used for these bridges.
 Long Span Bridge on High Curvatures:

 Segmental precast box girders are well suited to accommodate high curvatures
on long spans due to their high torsional stability. The balanced cantilever
method of erection is generally used for these bridges.
 Aesthetically Sensitive Locations:
 When long open spans with clean visual lines are desired, segmental precast
box girder superstructures are a good solution. Haunching of the segmental
girders to improve the visual impact and structural efficiency is possible with this
type of superstructure.
The expected durability of segmental box girder bridges is relatively high. Segmental
precast box girder bridges utilize post-tensioning in both the longitudinal and transverse
directions to be free of tensile cracks. This results in an expected substantial increase in the
durability of the overall structure. However, there are areas of vulnerability unique to this
type of bridge.
 Since the deck slab is an integral part of the box girder system, the complete
replacement of the bridge deck is nearly impossible. To reduce this risk, the
structure should be designed so there is no tensile stress at the top surface of
the segment under service load conditions both including and excluding time
dependent effects.
 Deck run-off shall not be allowed to flow over the grouted block-outs for tendon
anchorages. When end anchorages are located in vulnerable areas, such as
beneath a deck expansion joint, additional protective measures shall be provided.
Post-tensioning ducts within the deck shall be polyethylene. Fabrication and
erection of these structures shall be as per the Prestressed Concrete
Construction Manual (PCCM).
9-6 2017
Maximum Typical
Beam Type Recommended Skew Limit Beam Depth
Span Length Range
Slab Unit 60’ 50° 12” to 21”
Type D 70’ 30° 29” to 41”
Next Beam
Type F 80’ 15° 24” to 36”
AASHTO I-Beam 90’ N/A 28” to 72”
Spread 100’ 50° 24” to 54”
Box Beam
Adjacent 120’ 50° 24” to 54”
Deck Bulb-Tee 130’ 30° 41” to 81”
Bulb-Tee 140’ N/A 39” to 79”
Spliced Bulb-Tee 220’ N/A 41” to 81”
Segmental Box Girder 500’ N/A 72” to 120”
Table 9.1 - Beam Selection
9.3 Concrete
All prestressed concrete beams shall meet the requirements of Material Specification 718-
06. High-Performance Concrete shall be the standard concrete for prestressed bridge
elements. The minimum concrete strength f’c for prestressed concrete bridge beams shall be
10 ksi. The concrete strength at transfer f’ci can be taken as 0.7f’c unless the designer
determines a higher transfer strength is essential to meet the design needs of a specific
situation.
9.4 Prestressing Strands
9.4.1 Strand Material
Only 270ksi Low-Relaxation Prestressing Steel Strands meeting ASTM A416 shall be used.
The standard strand diameter used by NYSDOT is 0.6 inch.
9.4.2 Strand Pattern for Pretensioned Elements
• Prestressing strands are arranged in a 2” x 2” grid pattern. The current BD sheets

show standard strand patterns used in the various types of beams used for
NYSDOT projects. To avoid the need for custom forms and the cost implications
of their use, standard strand patterns shall be used.
• Strands shall not be placed within 2” of the centerline of box or slab units when
anchor dowel holes are needed at the ends of the beam. Strands shall not be
placed such that they will conflict with the transverse tendons or tendon recesses
on adjacent units. For additional information, see the appropriate BD sheet.
2017 9-7
 Prestressing strands shall be distributed evenly across a row to achieve uniform

pretensioning in the end zones. Clustering of strands in the bottom corners of
beams shall be avoided as the uneven stresses can cause distortions to the
beam. This is especially critical in longer beams with large skews.
9.5 Tensile Stresses Due to Pretensioning
If higher than allowable tensile stresses are encountered during the design of prestressed
members (usually at the top surface of the beam ends) the following design modifications
are suggested in the order of preference:
1. Rearrange the strand pattern, including addition of strands near the surface
exhibiting excessive tension. In general, four fully tensioned strands is a reasonable
maximum number of strands to be placed near the tension surface for slab units. For
box units, Bulb Tees and AASHTO I-Beams, six is a reasonable maximum. For
systems such as NEXT beam type D, Deck Bulb Tees and box shapes with full depth
top flanges, 20% of the total number of strands (not including draped strands) is a
reasonable maximum. In all cases, engineering judgment is required.
2. Drape strands for I-Girders (Bulb Tees and AASHTO I-beams).

Note: Where draped strands are used, the total hold down force of all draped
strands shall not exceed 75% of the total beam weight.
Note: Prestressing strands in slab units or box units shall not be draped.
3. Debond some prestressing strands at the end of the unit to avoid excessive end
stresses. Typically, this is accomplished in the fabrication plant by wrapping strand
with a plastic sheath to prevent the bond from developing between the concrete and
the prestressing strand.
When debonding of prestressing strands is required, design shall be in accordance
with the NYSDOT LRFD Bridge Design Specifications with the following criteria:
a. The maximum allowable number of debonded prestressing strands is
25% of the total number of non-draped strands.
b. No more than 40% of the number of prestressing strands in any one
row shall be debonded.
c. The debonding pattern shall be symmetrical about the beam centerline.
d. The spacing of debonded strands in a row shall be a minimum of 4”.
e. The debonded strands shall be staggered from row to row. See the
BD sheets for examples.
f. The outermost prestressing strands in a row shall not be debonded.
g. The debonded length(s) shall be clearly detailed on the contract plans.
A maximum of four prestressing strand debond terminations are
permitted at any given location in a unit. A minimum difference of 2’-0”
is required between debond termination sections.
h. Do not debond prestressing strands in units 1’-3” or less in depth.
9-8 2017
4. Combination of debonding and draping can be used in beams that allow for draping.
(ie Bulb-Tee and I-Beams)
5. Provide bonded reinforcement as per the provisions of the design specifications.
9.6 Prestress Losses
Loss of prestress is the difference between the initial tensile stress in prestressing tendons
at the time the strands were seated in their anchorages, and the effective prestress at a
particular time at the considered location.
Losses that apply to both pretensioned and post-tensioned elements are Concrete
Shrinkage, Elastic Shortening, Concrete Creep, and Steel Relaxation. Losses that apply
only to post-tensioned elements are Anchorage Set and Friction (for drape and wobble).
Computation of the losses shall be as per the applicable provisions of the design
specifications.
Concrete Shrinkage - Shrinkage, after hardening of concrete, is the decrease with time of
concrete volume. The decrease is due to changes in the moisture content of the concrete
and physical-chemical changes, which occur without stresses attributable to actions external
to the concrete. Shrinkage is conveniently expressed as a dimensionless strain under
steady conditions of relative humidity and temperature.
Elastic Shortening - The concrete beam shortens at transfer when the prestressed strands
are released and the force in them is transferred to the concrete. This elastic shortening is
immediate and results in a reduction in the strain of the prestressing steel and therefore a
prestress loss. The loss from elastic shortening shall be included in both initial and total loss
computations.
Concrete Creep - The time dependent increase of strain in hardened concrete subjected to
sustained stress is defined as concrete creep.
Steel Relaxation - Steel relaxation is very similar to concrete creep. With steel relaxation
the length of the strand is held constant under stress and there is a time dependent loss in
stress.
The designer shall use a “t” of 18 hours for computing steel relaxation loss at transfer. This
represents the shortest time that is likely to occur between jacking and detensioning. For
initial stresses the main problem is overstressing the beam ends due to excessive
prestressing force.
Anchorage Set - Some loss of prestress occurs to post-tensioned tendons as the

anchorage hardware deforms and sets at the transfer of tension. The amount of set is a
function of the type of anchorage system used. The amount of prestress loss is a function of
this anchorage set and the length between anchorages. Power seating of the chucks tends
to reduce this loss. For design purposes assume anchor set as ⅜”.
Friction - Tendons also lose some prestress due to friction inside the ducts during stressing
operations.
2017 9-9
Total Losses - Some of the losses mentioned above are interdependent. Shrinkage and
concrete creep reduce the strain in the prestressing steel, which reduces the force in the
prestressing steel. The reduction in force in the prestressing steel affects elastic shortening,
future concrete creep and steel relaxation.
9.7 Allowable Stresses
Allowable stresses used during design shall comply with current NYSDOT LRFD Bridge
Design Specifications which consists of the AASHTO LRFD Bridge Design Specifications
with NYSDOT “LRFD Blue Page” modifications.
The allowable stresses used during design shall be noted in the contract plans.
9.8 Reinforcement
Reinforcement in prestressed units shall not be epoxy coated with the exception of
composite stirrups extending into the deck, or top longitudinal bars extending into the
approach slab which may be epoxy coated or corrosion protected steel.
The type of reinforcement used in the top flanges of type D NEXT and Deck Bulb-Tee
beams is addressed in the corresponding “Beam Types” portion of this section.
9.9 Shear Stirrups
Detailing of shear reinforcement shall follow the guidance shown on the appropriate BD
sheets.
9.10 Composite Design Reinforcement
Composite flexural members consist of prestressed members acting with a cast-in-place

concrete deck. In order for the deck to act compositely, reinforcement must be provided
extending out of the beams into the slab to resist the horizontal shear developed across this
plane. Composite shear reinforcement shall be provided for the full length of prestressed
concrete bridge beams, including the negative moment areas of continuous spans.
9.11 Anchorage Zone Reinforcement
When pretensioned strands are released and their stress is transferred to the hardened
concrete bonded to the strands, the concrete at the beam ends experiences tensile stress
perpendicular to the direction of prestressing. Anchorage zone reinforcement shall be
provided to resist these stresses. For slab units and box beams, stirrups with multiple legs
can be used to accommodate required reinforcing within the specified distance from the end
of the beam.
9-10 2017
9.12 Integral Abutment Connection
For NEXT type D and Deck Bulb-Tee beams used in conjunction with integral or semi-
integral abutments, the beam shall be reinforced at the support for negative flexure. The
longitudinal reinforcement in the flange shall met the requirements of the NYSDOT LRFD
Bridge Design Specifications, Article 6.10.1.7. This reinforcement shall extend for a distance
of 20% of the span length.
9.13 Camber
Due to the eccentric nature of prestressing, prestressed concrete units are typically curved
upward. The resulting upward deflection is called camber. Camber may increase or
decrease with time, depending on the stress distribution across the member under
sustained loads.
Units shall be designed so that the algebraic sum of the beam camber at prestress transfer
due to prestress force, the beam dead load deflections due to non-composite dead load,
and superimposed dead load deflections due to applied superimposed dead loads results in
a positive (upward) camber. The dead load from a future wearing surface shall be included
in the determination of camber.
Camber and camber growth in prestressed beams, by its nature, is difficult to predict. Some
of the factors contributing to this unpredictability are:
 Differences in the actual unit weight of the concrete mix being used.
 Differences in the actual modulus of elasticity of the concrete mix being used.
 Atmospheric conditions including ambient temperature, humidity and exposure to
sunlight.
 Variation in prestress losses.
 Variation in concrete release strengths.
 Variation in curing methods.
 Differences in how prestressed beams are stored; location of supports, etc.
 Differences in how much time elapses between prestressed beam fabrication
and erection.
When actual camber measurements differ from the camber assumed by the designer,
problems can arise during construction. To avoid these construction problems, designers
should factor camber unpredictability into their designs. Some of the things a designer can
do to lessen or eliminate the possibility of a camber related issue are:
 Set the bridge seat/pedestal elevations low and allow for the shimming of the
bearings in the field.
 For prestressed beams with a cast-in-place deck, design the beams for a thicker
deck then required when using adjacent beams or provide larger haunches for
spread beams.
 For NEXT “D” and deck bulb tee beams, use an overlay to accommodate camber
variations.
 Require the pre-loading of prestressed beams in storage to control camber
growth.
2017 9-11
Allowed camber deviations for beams (see Section 7 of the PCCM.) shall be considered in
determining minimum expected camber based on design calculations. The following
minimum net positive cambers (prior to camber growth) are recommended:
Spans 80 ft and above: ½” minimum

Spans 50 ft to 80 ft: ¼” minimum
Spans less than 50 ft: ⅛” minimum
The maturity of the beams at the time of installation is not known when the contract plans
are prepared. Therefore, camber growth shall be assumed to be 50% of the beam camber
at transfer for all prestressed beams except for type F NEXT beams. For type F NEXT
beams, camber growth shall be assumed to be 75% of the beam camber at transfer. For
decked systems, camber control methods and bearing shim plates shall be required in the
contract documents to alleviate anticipated differential camber issues.
The contract plans shall show the camber at prestress transfer, assumed growth and the
computed deflections due to non-composite dead load and superimposed dead load in the
camber table.
9.14 Stage Construction Camber Differences
For a given project, fabricators typically cast all of the beams of a given size at the same
time to minimize the time required to set up the casting beds. If these beams are
subsequently erected at the same time, differential camber between beams is rarely a
significant problem.
On stage construction projects, the precast beams may be fabricated at relatively the same
time and erected many months, even years apart. The haunch provided for spread
prestressed box beams, AASHTO I-beams and Bulb-Tees is sufficient to accommodate this
differential camber growth and need not be considered. Since adjacent precast unit
superstructures have no haunch, the differential camber due to time dependent effects shall
be considered.
The anticipated camber growth during storage of Stage 2 units may be assumed to be 50%
of the camber at transfer. For all staged construction bridge superstructure projects, the
minimum Stage 1 deck slab thickness shall be 7” in order to provide a minimum 6” deck slab
over the Stage 2 units. The additional Stage 1 slab thickness of 1” shall be considered as
extra dead load in the unit design calculations.
If the anticipated camber growth with no control measured during storage is greater than 1”,
specific measures to control camber growth of the Stage 2 beams or other methods to limit
the different camber growth between Stage 1 and Stage 2 shall be specified in the contract
documents. Typical notes in Section 17.3 shall be placed on the contract plans.
Example:
Camber at transfer (w/o creep) = 1 inch
Anticipated camber growth = 0.5 x 1 inch = ½ inch
9-12 2017
9.15 Continuity Design at Interior Supports
All multi-span prestressed concrete superstructures shall be designed and detailed with
continuity connections at all interior supports except:
 where analysis of the superstructure shows that differential settlement
between supports can not be accommodated by design changes. In this case, link
slab shall be considered in order to avoid the use of a joint system. Joint shall only be
used when approved by the DCES or by the ATC process.
 on long structures where joints are needed to accommodate thermal movements.
Multi-span prestressed concrete superstructures shall be designed as simple spans with all
applicable loading. The simple span design will then be analyzed assuming full continuity for
live and superimposed loads. The continuity connection details, as shown in the current BD
drawings, shall be used. All multi-span prestressed concrete superstructures with post-
tensioned and spliced beams shall be designed and detailed as continuous for all live and
dead loads. See Section 9.17 for guidance on post tensioned structures.
Current practice for continuous for live load design is to establish the continuity connection
at the same time the deck concrete is placed. Hence, dead load due to the deck concrete
will be resisted by the prestressed beams acting as simply supported non-composite beams.
Live loads and superimposed dead loads applied after the deck concrete hardens will be
resisted by the continuous composite structure (beams and deck acting together). Vertical
loads applied after the hardening of the deck concrete will cause negative moment over the
continuity connections.
The NYSDOT LRFD Bridge Design Specifications requires the connection between girders
at the continuity diaphragm to be designed for all effects that cause moment at the
connection, including restraint moments from time dependent effects such as creep,
shrinkage and temperature variation. These restraint moments can be either positive or
negative. The magnitude and direction of the moments depend on the girder age at the
time continuity is established along with the properties of the girder and deck concrete.
It is challenging to accurately predict all of the loads applied on the continuity connections
due to the unknown number of actual field loading conditions. Additionally, creep and
shrinkage properties can vary significantly with each project. This makes it difficult to design
the continuity connection in full accordance with the requirements of the LRFD Design
Specification.
In order to reduce the stresses on the continuity connection it is required that the beams age
a minimum of 60 days prior to the deck placement. Also, the use of high-strength, high-
performance concrete with a strength of 10 ksi reduces stress on the continuity connection.
Instead of designing the continuity connection for the restraint moments, designers shall
adhere to the following guidance, which meets the requirements of the LRFD Specification:
 The beams shall initially be designed as simple spans, neglecting the effect of
continuity, including full live load and superimposed dead load. The design shall
then be analyzed assuming full continuity for the live load plus impact loads, and
for the superimposed dead load. The final beam design shall satisfy the
requirements for both conditions.
2017 9-13
• Designers shall assume full continuity in calculating the tensile stresses in the
deck and at the top of the beam ends. The designer shall ensure that there is
adequate top mat reinforcement in the slab to resist this condition.
• All Load Ratings shall be calculated on the simple span condition only.
• NYSDOT standard continuity connection details as shown in the BD sheets
may be used without design of the continuity connection.
Continuous for live load details for box beams and slab units can be found on BD-PC13E.
Continuous for live load details for Bulb-Tee and AASHTO I-beams can be found on BD-
PC21E.
9.16 Corrosion Inhibitors and Sealers
Prestressed concrete elements shall use corrosion inhibitor and penetrating silane sealer.
See the PCCM for details.
9.17 Post-Tensioned Spliced Girder Designs
Prestressed concrete bridge beams may be spliced by joining two or more beam segments
to form one beam. Typically, splicing is achieved by cast-in-place concrete along with
longitudinal post-tensioning. Splicing of bridge beams is generally used for one or more of
the following reasons:
 Increasing span lengths to reduce the number of sub-structure units and total
project cost;
 Increasing the girder spacing to reduce the number of girder lines and total
project cost;
 Increasing span lengths to improve safety by eliminating shoulder piers or interior
supports;
 Minimizing structure depth through the use of long, continuous members to
obtain required vertical clearance for traffic, waterways, and so forth;
 Avoiding the placement of piers in water to reduce environmental impact and total
project cost;
 Placing piers to avoid obstacles on the ground, such as railroad tracks,
roadways, and utilities;
 Improving aesthetics through various design enhancements, such as more
slender superstructures, longer spans, of haunched sections at piers;
 Eliminating joints for improved structural performance, reduced long-term
maintenance/increased service life, and improved rideability.
Whenever possible, part of the longitudinal post-tensioning shall be applied after the
hardening of the deck concrete so that net tension on top of the deck surface is less than or
equal to the modulus of rupture.
The Contract plans shall show a recommended installation method and post-
tensioning sequence. See current BD Sheets for additional guidance. The structural
analysis shall consider the effects of fabrication and erection tolerances on bridge
performance.
9-14 2017
Section 10
Timber
10.1 Introduction
Timber is an abundant and renewable resource. It can be used by itself or in conjunction with
other construction materials such as concrete and steel for the construction of bridges.
By using different types of construction techniques, timber can be used for a wide range of bridge
spans. From a small stream crossing to an intricate long trestle, timber is a viable construction
material. When and where timber should be considered for use as a possible bridge construction
material requires an engineering evaluation of each site. First costs may be of great importance,
but constructability, durability and compatibility with given site conditions is required when
considering timber as a possible bridge construction material.
Prior to starting design, the U.S. Forest Service Publication entitled Timber Bridges - Design,
Construction, Inspection and Maintenance should be reviewed.
10.2 Characteristics and Properties of Wood as a Construction Material
Timber is relatively strong, light in weight, resilient and capable of supporting short-term overloads
without sustaining permanent structural damage. Construction of timber structures is not affected
by inclement weather conditions such as rain and cold and usually can be accomplished without
the use of heavy equipment and highly skilled labor.
The material properties of wood make it unsusceptible to damage resulting from freeze/thaw
cycles and de-icing chemicals. Large wood members also offer a surprising resilience to damage
by fire. Today's treated lumber provides a material that is highly resistant to decay, rot and attack
by insects. Properly treated and maintained timber structures can be expected to provide a design
life of 50 years or more. Treated timber does not have to be painted. Minor periodic maintenance
such as the washing and removal of moisture laden debris from the timber elements will greatly
increase their life expectancy.
10.3 Types of Construction
Timber bridges can be made entirely from wood or be a composite design utilizing other materials
such as reinforced concrete and steel. Both superstructures and substructures can be made of
wood in all or in part. The size and type of a structure will determine whether it is made of individual
commercial sized pieces of lumber or of laminated units utilizing many pieces.
Glue-laminated (GLULAM) timber units first appeared in the late 1940s or early 1950s. Glulam
members can be made into almost any size and shape unit. In recent years, improvements in the
lamination process and adhesives have increased the potential for use in highway bridge design.
In the late 1970s, stress-laminated procedures were developed in Ontario, Canada, as a new
method of bridge construction. During the late 80s and early 90s, several installations using
stress-laminated construction and additional research were conducted in the United States.
2017 10-1
10.4 Selection Criteria
The criteria used to determine if the use of a timber bridge is appropriate are the same used for
all bridge types. However, due to some preconceived notions on durability, the first selection
criterion is the acceptance of a timber bridge by the owner. Concerns for fire resistance, rot,
decay, insect attacks and long-term durability must be satisfied. All of these concerns can be
adequately addressed, but the final decision belongs to the owner of the bridge.
With the acceptance of timber, the following site conditions are considered:
 The length of the bridge and the span arrangement

 Available depth for the superstructure
 Debris and ice problems
 Aesthetics
 Type of roadway
 Traffic volumes and operating speeds
 Alignment and grade of the roadway
 Construction procedures
Generally, the depth of a timber unit for any span would be deeper than a composite steel or
prestressed concrete bridge. Span length limitations would also require the use of multiple spans
for long bridges. When the profile requires camber corrections, timber can be cambered to some
extent. Wood structures blend nicely with the site and a variety of shapes and forms can be
provided. Like its steel and concrete counterparts, the fabrication of a timber arch, truss or other
special type structure will involve additional costs. Due to the smaller size and weight of normal
timber units, the construction of a timber bridge may be accomplished with the equipment and
personnel that many town and county highway departments have available.
The various criteria and procedures previously outlined in Section 2 and Section 3 should be used
to evaluate any site. If timber can meet the site criteria and is acceptable to the owner, it should
be considered as an option.
If the final decision is based on first costs, a superstructure cost savings of approximately 25%
over a concrete or steel structure may be expected for short bridges. The use of a concrete
substructure is strongly recommended. Only minor substructure cost savings should be
expected between alternates involving steel, concrete, or timber multibeam, single-span
installations.
10.5 Superstructure Components
10.5.1 General
Timber can be used by itself or as a component of a bridge system. It can play a major or minor
role. The use of timber in the superstructure can range from a timber railing system to a laminated
arch with a timber deck design. Depending on span lengths and the allowable depths for the
superstructure, a variety of timber and timber composite systems can be employed.
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Timber
10.5.2 Railing
Timber bridge railing is a viable option when a rustic aesthetic look is desired. It is particularly
recommended for use on all highways, except interstates, in the Adirondack and Catskill Parks.
10.5.3 Decking and Deck Bridges
Timber decking can employ four types of laminated construction:
 Nail-laminated plank decks

 Nail-laminated deck panels with interconnecting transverse stiffener beams
 Glue-laminated deck panels (doweled and undoweled)
 Stress-laminated decks
Except for stress laminated decks, the lamination can be placed either transversely or
longitudinally depending upon the span and/or support configuration. Longitudinal deck panel
bridge spans are limited by the depth available for the section. Stress-laminated longitudinal
decks are efficient up to about a span of 40 feet.
Nail- and glue-laminated deck panels can be placed on top of glue-laminated girders and steel
wide flange beams. These panels can also be placed on a stringer/floor beam support system for
the deck of a wood, iron or steel truss.
10.5.4 Laminated Beam Sections
Glue-laminated rectangular shaped beams ranging in depths from 1.5 feet to 6 feet are capable
of spans approaching 80 feet. Stress laminated parallel chord trusses, T’s and box sections can
span the same range with the advantage of shallower section depths (see Figure 10.1 thru
Figure 10.4 for typical stress-laminated sections).
10.5.5 Special Types: Arches, Frames and Trusses
Large glue laminated units can be fabricated into numerous shapes. Through and deck arches,
rigid frames and deck trusses or covered bridge thru trusses are the most familiar types of large
timber designs. The fabrication of trusses or trestles can also be accomplished using small
commercial-sized lumber and steel bolt and plate connections.
10.5.6 Timber Decks with Steel Beams
When using any type of steel beam, especially weathering steel beams, it is important to protect
the steel beams from extended periods of contact with moisture. Without adequate protection,
timber decking can act as a source of moisture and will seriously reduce the life span of the steel
beams.
To provide protection for bridges using timber decking with steel girders, the top flange of all steel
girders or members directly supporting a timber deck shall be isolated from the timber decking.
This can be done by placing a strip of waterproof membrane material on the top and over the
sides of the top flange. Details concerning the most appropriate type of membrane for this use
should be obtained from the Materials Bureau. It is also recommended that the entire top flange
of all steel girders be painted or galvanized.
2017 10-3
Figure 10.1
Longitudinal Stress Laminated Deck
Figure 10.2
Parallel Chord Truss
10-4 2017
Timber
Figure 10.3
'T' Section Bridge
Figure 10.4
Box Section Bridge
2017 10-5
10.6 Substructures
For the majority of cases, the use of a concrete substructure is strongly encouraged. Since the
vast majority of timber structures will cross water, the soil interface zone will be subjected to
continuous cycles of wetting and drying and should be considered a hostile area for wood.
Timber sheeting and timber piles with lagging walls, either tied or untied, are the typical types of
timber substructure construction. Constructability, first cost and life-cycle costs are factors that
must be considered prior to selecting a type of substructure.
Timber piling can also be used, with DCES approval, but the use of these piles in a zone of wetting
and drying cycles is undesirable. Areas likely to contain marine borers and other types of wood
destroying fungi should also be avoided. Wood pile bents can be protected to some degree by
using protective sleeves in the trouble area. Timber piling installed in an area where it has been
constantly wet is often found to be in good condition after many years of service. Prior to reusing
existing timber piles, a test pit should be dug to gain access to evaluate their condition.
10.7 Wearing Surfaces
Timber bridge deck installations that are to be used as a permanent deck system must be
protected from the abrasive wearing action of the traffic it carries. Traffic must also be provided
with a skid resistant roadway surface, and a transverse cross sloped surface for drainage. The
use of a wearing surface serves these important functions.
The type of wearing surface used will often depend on the class of roadway and the traffic volume.
The range varies from full-width asphalt pavements to single lane timber plank longitudinal strips.
The use of a full width asphalt wearing surface above a waterproof membrane is recommended
for the majority of cases. A minimum thickness of 2” is recommended for the asphalt wearing
course. A low-volume, single-lane bridge would be considered as a possible candidate for the
strip plank treatment.
It is required that a waterproof membrane be placed between any asphalt wearing surface and
the timber deck. This membrane shall extend over the fascia sides for a short distance (1”±) below
the bottom of the deck. This membrane shall also extend beyond the ends of the bridge into the
approach fills at least 3 feet.
Details concerning the most appropriate type of membrane for this use should be obtained from
the Materials Bureau.
10.8 Maintenance and Repairs
Maintenance of a timber bridge will require procedures that are unique to wood. With timber
structures, maintenance starts with the proper treatment of the wood. If possible, all fabrication
and installation details requiring drilling should be done prior to treating the wood with
preservatives. An in-place application of preservatives to problem areas should also be
continued throughout the life of the structure. Checks, splits and damaged areas should be
treated as soon as possible. Field drilled holes should be treated with preservatives before
installing bolts and other hardware.
10-6 2017
Timber
Moisture is the chief enemy of wood. Design details that trap moisture on the bridge should be
avoided. Periodic washing will eliminate dirt and debris that hold moisture. A protective wearing
surface and the maintenance of this surface are important.
Deterioration caught early can be treated, controlled or eliminated. Splicing of members, in-field
drilling and treatment with preservatives, the installation of protective jackets or component
replacement are ways of dealing with problems. Delayed maintenance will only lead to further
deterioration and the need for early repairs or replacement.
10.9 Conclusions
Timber is a versatile, economical and adaptable material that provides an alternative solution for
a bridge repair and replacement program. It is an effective and economical answer for bridges
with spans of 80 feet and less where vertical clearance is not a problem. Variations in timber
bridge designs can address, to some extent, vertical clearance limitations. Timber bridges can
be aesthetically pleasing and simple to construct. When properly maintained they can be
expected to last for 50 years or more.
2017 10-7
Section 11
Substructures
11.1 Foundations
11.1.1 General
There are two basic types of substructure foundations, shallow and deep. Shallow
foundations typically utilize spread footings to transfer structure loads to soil or rock at a
relatively shallow level below the ground surface. Deep foundations utilize some type of
driven pile, drilled shaft or caisson to transfer the structure load to some lower stratum of soil
or rock.
When determining a foundation type the soil conditions, potential for scour, and substructure
type all need to be considered. Foundation requirements are provided to the bridge designer
in the Foundation Design Report (FDR). The FDR is a formal geotechnical report that
provides final geotechnical recommendations and notes to be included in the contract plans.
The FDR is typically supplemented by Boring Location Plan and General Subsurface Profile
drawings. This report is produced by either the Office of Technical Services Geotechnical
Engineering Bureau or the consultants geotechnical engineer for Design/Bid/Build projects.
For Design/Build projects, the FDR is produced by the Design/Build team’s geotechnical
engineer.
11.1.2 Spread Footings on Soil
Spread footings transfer the load directly from the bridge substructure to the subsurface. In
the case of abutments, the footings must withstand dead and live loads associated with the
bridge, horizontal and overturning forces from the retained earth, construction loads and any
live load surcharges that might occur.
Spread footings need to be designed to keep the bearing pressures and sliding forces within
the allowable soil parameters. At the same time, they must be designed structurally to resist
bending moments and shear forces.
Abutment and retaining wall spread footings that are founded on soil shall be designed
according to Section 10 of the NYSDOT LRFD Bridge Design Specifications. Footing design
needs to be optimized to minimize toe and heel projections of the footing. Designers are
cautioned that some computer programs do not automatically produce an optimum or
economical footing design and, therefore, it is necessary to vary toe and heel projections
until an economical design is achieved.
Spread footings on soil for bridges that cross waterways shall not be used due to the
potential for scour induced bridge collapse.
2017 11-1
11.1.3 Spread Footings on Rock
Rock lines shall be shown on the plans in the vicinity of abutments and piers only when the
footings are on rock or when drilled shafts or caissons are to be placed to rock. When rock
lines are shown on the plans, they shall be marked as “Assumed Rock Surface.” The
elevations of the rock are not to be labeled.
When it is planned to place footings on rock or key footings into rock, the plans shall show
the top of footing elevation and the minimum depth of footing. This will enable adjustments
to be made in the depth of footing if the actual rock elevation differs from that assumed
during design, while keeping the top of the footing elevation constant.
Rock removal shall be avoided whenever possible in the construction of footings. Footings
shall not be detailed with keys or dowels into rock unless dictated by design requirements or
other special circumstances. The FDR shall clearly indicate the location of footings in
relation to rock and provide appropriate notes for the plans.
When a footing must be keyed into rock, usually the entire footing is keyed into rock to
simplify construction. However, in certain situations it may be preferable to use a key that is
smaller in plan than the footing.
When a footing is doweled into rock, the dowels shall be #9 reinforcing bars or larger and
shall be embedded into the footing as well as into the rock to a depth noted in the FDR. The
designer shall determine the required spacing between the rows of dowels, but in no case
shall there be greater than 3 feet between rows or less than two rows.
Doweling is preferred to keying except where the rock is shale or is scourable. The
requirement of whether to key or dowel shall be contained in the FDR.
11.1.4 Pile Foundations
11.1.4.1 Pile Types
Pile foundations are used when it is necessary to carry the structure load through a zone of
weak or compressible material to firmer foundation material at a deeper level. Piles are also
used to found a structure below the depth of potential scour. End bearing piles develop their
load capacity through their tip by bearing on hard material. Friction piles develop their load
capacity by skin friction between the pile and soil over their length.
Most piles used by NYSDOT are either steel H-piles or cast-in-place (C.I.P.) concrete piles.
Other acceptable types of piles include prestressed concrete or micropiles. Prestressed
concrete piles are typically used in marine environments. Micropiles are used in areas where
vibrations from pile driving are unacceptable, at pile installation locations where there is
limited headroom or obstructions are present, and for retrofitting existing substructures.
Timber piles shall only be used with the approval of the DCES.
Most piles function as a combination of friction and end bearing. Steel H-piles are the better
choice where it is anticipated there will be hard driving conditions.
11-2 2017
Substructures
C.I.P. piles utilize a driven steel pipe that is later filled with concrete. Steel reinforcement
shall be placed as shown in the current BD-MS sheets. C.I.P. piles are the first choice when
friction capacity is important.
Steel H-piles and C.I.P. piles shall have their tips reinforced to protect them during driving.
See the Highway Design Manual, Chapter 9, for a more detailed discussion of Deep
Foundation Types.
11.1.4.2 Pile Spacing and Placement Details
Timber piles shall be spaced not less than 2’-6” center-to-center. All other types of piles
shall be spaced a minimum of three pile diameters or three pile widths center-to-center.
Maximum pile spacing shall be 9 feet.
The minimum distance from the center of a pile to the nearest footing edge shall be 1’-6”.
The minimum distance from the edge of a pile to the nearest footing edge shall be 9”. The
minimum distance from the center of a pile to the nearest edge of the capbeam shall be
1’-6”. The minimum distance from the edge of a pile to the nearest edge of the capbeam
shall be 1’-0”.
The tops of C.I.P. piles shall be embedded 6” into the footing. The tops of all other piles
shall be embedded 1’-0” into the footing. For integral abutments, all pile types shall be
embedded 2’-0” into the stem.
When a pier is composed of steel H-piles extending above the ground surface and
embedded directly into a concrete capbeam, the piles shall be embedded a minimum of 2’-0”
into the capbeam. The same embedment applies to C.I.P. piles unless the pile
reinforcement is developed in the cap. In this case, the embedment shall be 1’-0”.
The front row of piles (at the toe) of all abutment and wall footings shall be battered.
The outside rows of piles of all pier footings shall be battered. The minimum batter shall 6
on 1. However, analysis may indicate that a larger batter is required. The maximum batter
shall be 3 on 1. If a critical clearance problem exists (e.g., underground utilities) some
piles may be placed vertically, that would ordinarily be battered, if approved by the
DCES. Horizontal forces must be resisted through a combination of the horizontal
component of a battered pile and the lateral resistance of the soil to the pile. The lateral
resistance of piles shall be specified in the FDR.
11.1.4.3 Numbering and Tabulation of Piles
All piles used in a structure shall be numbered on the plans. The pile numbering shall
begin with the number one (1) and proceed continuously through all piles in that
substructure unit. The pile numbers shall restart with the number one (1) for each
different substructure unit encountered.
In order to record the actual driven length, a table shall be placed on the plans for
each different substructure unit. The table shall include a column titled “PILE NO.” and a
column titled “LENGTH BELOW CUT-OFF.” The length below cut-off of each pile shall be
filled in by the E.I.C. or R.E.
2017 11-3
11.1.4.4 Pile Splices
Piles requiring splices shall be spliced by using either complete penetration groove welds
or mechanical splices.
Complete penetration groove welds are allowed on splices for all conditions.
Mechanical splices are not allowed in the following situations:
• Any type of pile subject to uplift loads.
• CIP piles in integral abutments due to bending.
• CIP piles in any substructure subject to scour, when the depth of scour from either
the Q100 or Q500 flood is below the bottom of footing.
The FDR will provide notes to be included in the contract plans when mechanical splices are
not allowed. When mechanical splices are allowed on CIP piles, a seal weld will still be
required.
When the estimated length of pile exceeds 40 feet, the designer's estimate shall allow for at
least one-half the total number of piles to be spliced. This is a contingency to cover the
situation where the actual length of driven pile exceeds the estimated length by more than
20 feet.
Details of pile splices and reinforced tips are shown on the current BD sheets. These details
shall be included in the contract plans.
11.1.5 Drilled Shafts
Drilled shafts are typically used as an alternative to piles. They are capable of carrying very
large loads. Drilled shafts are usually advanced with a steel casing, although a slurry
solution is sometimes used to keep the excavation open. The FDR may require that the
shaft be socketed a minimum distance into bedrock to develop the necessary skin friction to
support the applied loads. When the shaft is excavated, reinforcement is placed and the
shaft is filled with concrete.
11.1.6 Pilasters
Pilasters are typically rectangular or circular concrete columns that are used when rock
is located too near the surface to drive piles. They are capable of handling very large
loads. Pilasters are usually constructed in an open excavation down to bedrock and
may be socketed into bedrock a minimum distance.
11-4 2017
Substructures
11.1.7 Design Footing Pressures and Pile Capacities
For spread footings, notes that specify the maximum foundation pressure at the strength
and service limit states shall be shown on the contract plans. For pile foundations, notes that
specify the maximum axial pile load at the strength and service limit states, and the nominal
pile resistance, shall be shown on the contract plans. The wording and format of these notes
are given in the FDR. For spread footings on rock, the actual design bearing pressure
shown on the plans shall be rounded to the nearest kip/ft2.
11.1.8 Footing Depth
The depth to which footings are carried below the ground surface is usually determined by
three factors: frost depth, scour action, and foundation type.
Frost heaves in soil can cause displacement of the footing and damage to the structure.
Spread footings founded on soil shall have their bottom of footing a minimum of 4 feet below
finished ground to assure that the bottom of the footing is below the maximum frost
penetration. Spread footings on rock are not susceptible to frost heaves and, therefore, do
not require the minimum 4 foot depth.
Although footings supported on piles or drilled shafts are not normally susceptible to frost
action, they are often subject to erosion or scour action. The bottom of footings on piles,
drilled shafts, or pilasters shall be set at least 4 feet below the finished ground surface. The
top of the footing shall be at least 1 foot below the finished ground surface. Therefore,
thicker footings will require more than a 4 foot depth below finished ground.
If stone filling is to be used for bank protection, sufficient room must be left to place the
stone over the top of the footing.
11.1.9 Stepped Footings
Stepped footings introduce construction difficulties and, in the case of spread footings on
soil, an increased risk of differential settlement. They should be very seldom used on soil.
The use of stepped footings may be warranted in some cases, such as a variable rock
elevation or a long wall where the required bottom of footing elevation changes
considerably.
The most common reason for stepping footings is to accommodate spread footings on a
sloping rock surface. Stepped footings on rock shall have steps at least 8 feet in length and
at least a 2 foot change in height. Footing continuity is not required.
Stepping spread footings on soil or pile foundations shall only be done under wingwalls and
retaining walls longer than 25 feet. The minimum length of each step section shall be 12 feet
and the change in height of each step shall be at least 2 feet. Footing continuity is preferred
for all steps up to 3 feet, but is not mandatory. Steps more than 3 feet will require a
construction joint to facilitate construction. Any joint introduced shall be continued up through
the stem or walls above.
2017 11-5
Stepping of the leveling pad for a fill type wall system on embankments is permitted. The
minimum length of a step section is the width of one modular unit. The minimum height of a
step for this type of wall system is one half the unit height. The manufacturer of the fill type
wall system shall set the final configuration of the leveling pad as part of the panel or facing
layout.
11.1.10 Tremie Seals
A tremie seal is concrete placed under water through the use of a tremie placement tube. As
the concrete is placed, water is displaced and the tube is gradually raised keeping the outlet
below the level of the placed concrete. Tremie seals are usually used where piers need to
be constructed in fairly deep water and it is difficult to dewater the excavation. A sheet piling
cofferdam is usually placed to surround the excavation, and if necessary the soil is
excavated to the bottom of the tremie seal. Piles, if required, are then driven inside the cell
with water still inside. The tremie seal is then placed to a level where its submerged weight
will exceed the hydrostatic pressure of the dewatered excavation. The water can then be
pumped out of the excavation and the footing constructed on top of the tremie seal in the
dry. The piles shall be sufficiently long to project above the tremie seal and into the footing.
Tremie concrete uses Class G concrete which has a higher cement content and slump
range than Class A concrete.
In the design of a tremie seal, the designer must remember to use the buoyant weight of the
concrete in balancing the hydrostatic pressure. In calculation, the dry weight of the tremie
seal should be conservatively taken as 140 lb/ft3. Tremie seals shall be designed to resist
the hydrostatic pressure at ordinary high water. The excavation shall be designed to flood
when the water level exceeds ordinary high water to prevent unequal hydrostatic pressure
from “floating out” the tremie seal during construction. A factor of safety is not required in
tremie design. For pile foundations, the uplift resistance of the piles is ignored, therefore
eliminating the need for a factor of safety. For spread footings on rock, a factor of safety is
not necessary as the inability of water to generate pressure through the rock is not
accounted for. See Section 4 for further information on cofferdams and tremie seals.
11.1.11 Footing Thickness
The minimum footing thickness for spread footings shall be 2 feet. The minimum footing
thickness for pile supported footings shall be 2’-2” for C.I.P. piles and 2’-6” for steel H-piles.
11.2 Abutments
Abutments serve two principal functions. They vertically support the bridge superstructure
and horizontally support the retained earth of the roadway approach immediately adjacent to
the bridge. Therefore, a bridge abutment combines the functions of a pier and a retaining
wall.
When determining the type of abutments to use the first choice to be considered shall be
integral. During preliminary design, the ability to accommodate integral abutment shall be
one of the determining factors when establishing substructure locations and superstructure
type. In certain situations where a tradeoff exists between increased initial structure cost and
the use of integral abutments, a cost increase of up to 10% is generally justifiable. The need
for an integral abutment refined analysis shall not be used as rationale for selecting another
abutment type.
11-6 2017
Substructures
In the event that integral abutments are not suitable for the project conditions, semi-integral
abutments shall be the next abutment type considered. Cantilevered abutments shall only
be used when integral and semi-integral abutments have been investigated and found to be
incompatible with the projects site conditions.
For the purpose of future bearing replacements, jacking locations and loads shall be shown
on the contract plans for abutments with bearings. See Article 22.6 for additional information
and requirements.
11.2.1 Integral Abutments
In an integral abutment structure, a rigid connection is made between the primary support
members of the superstructure and a pile supported substructure by encapsulating the
support members into the abutment concrete. Unlike cantilevered abutments, integral
abutments do not require a joint in the bridge deck or conventional bearings. An integral
abutment does not have a footing, as the abutment is supported on a single row of piles
extending out of the abutment stem. The abutment stem and piles translate and rotate as a
result of the superstructures thermal movements and live loads.
Integral abutment bridges offer many advantages over conventional cantilevered abutments.
Joints at bridge abutments are prone to leak, allowing water containing road salts to drain
onto the underlying superstructure beams, bearings, abutment backwalls and bridge seats.
By doing away with these joints, future maintenance associated with joint leakage is
eliminated, thereby greatly reducing the life cycle cost of the structure. Integral abutments
also cost less to construct. Having no footing, no bearings, fewer piles, and relatively simple
concrete forming requirements make integral abutments a cost effective alternative to
conventional abutments. Another advantage of integral abutments is that they can be
constructed in a much shorter time as compared to conventional abutments.
Integral abutments shall always be considered as the first choice of abutment because of
their lower construction cost and superior long-term performance.
When project constrains rule out the use of an integral abutment only at one abutment
location, the use of an integral abutment paired with a fixed integral abutment may be used
with the approval of the DCES. A fixed integral abutment is similar to a conventional
abutment except the girder ends are encapsulated in the backwall and the joint at the
abutment is omitted. For this configuration the standard integral abutment design may be
used for the integral abutment, provided that all limitations are met. However, since all of the
thermal movement will take place at one abutment, the bridge length shall be doubled when
using the standard design table.
Details of integral abutments for each type of superstructure can be found in the current BD-
ID sheets.
2017 11-7
Usage Requirements
When using integral abutments the following requirements shall apply:
• At a minimum, the reinforcement provided for all integral abutments shall meet the
values given in Table 11-1, Standard Integral Abutment Design, regardless of the
design or analysis method used.
• For the design of the superstructure support members, the integral abutments fixity
shall be ignored and the superstructure members modeled as simply supported at
the abutments.
• For curved steel girder bridges, the bridge length and skew angle shall be measured
along and perpendicular to the assumed direction of thermal movement.
• For bridges with lengths over 300 feet and skew angles exceeding 30°, an analysis
is required showing that racking of the bridge will not occur. In some cases, the piles
along with the friction between the stem/backwall, prefabricated drain, and backfill
will be sufficient to resist the transverse component of the soil pressure behind the
stem and backwall. If this proves inadequate, the use of rigidly connected U-
wingwalls shall be investigated as an additional means to resist the transverse
component of the soil pressure.
• Skew angles shall not exceed 45°.
• The minimum pile length shall be 10 feet. (excludes embedment length into stem)
• The ends of the superstructure slab shall be reinforced for negative flexure. The area
and placement of longitudinal reinforcement shall meet the requirements of the
NYSDOT LRFD Bridge Design Specifications, Article 6.10.1.7. This reinforcement
shall extend for a distance of 20% of the span for single span bridges and 20% of the
positive moment zone for multi-span bridges.
• A refined analysis is required when the heights between opposing abutments vary by
more than 25%, i.e. taller abutment > 1.25 x shorter abutment.
• The reveal, or distance from the bottom of girder to the top of stone fill or finished
grade, shall not be less than 1 foot. The stem embedment, or distance from the top
of stone fill or finished grade to the bottom of stem, shall not be less than 2 feet. In
instances were the bottom of stone fill is below the bottom of stem, measures shall
be taken to prevent backfill from escaping through the voids in the stone fill.
Standard Design
A standardized integral abutment design method has been developed to reduce the need for
designers to perform a complex analysis in order to use integral abutments. This design
method was developed utilizing a combination of NYSDOT’s past experience, published
research studies, and finite element modeling. For bridges that satisfy the limits given in
Table 11-1, no analysis is required and the reinforcement specified in the table shall be
used. However, exceptions may be stated in the RFP for Design/Build project or in the
approved preliminary plans for Design/Bid/Build projects where a refined analysis is required
despite the bridge satisfying the limits given in the table.
11-8 2017
Substructures
Reinforcement Bar Size and Spacing (Front & Rear Face)

400’ Maximum
Bridge Length (L)
Vertical Reinforcement Horizontal Reinforcement
Maximum Adjacent
H ≤ 15’ 15’ < H ≤ 20’ Girder Spacing ≤ 12’
Span Length
150’ #8 @ 6” #9 @ 6”
#6 @ 8”
200’ #9 @ 6” #10 @ 6”
Table 11-1
Standard Integral Abutment Design
The following criteria shall be followed when using the reinforcement table:
 The span arrangement and interior support bearing selection shall be such that
approximately equal movement occurs at each abutment.
 The bridge length (L) shall be taken as the distance between the abutment centerline
of bearings. For curved steel girder bridges, this length shall be measured along the
assumed direction of thermal movement.
 The abutment height (H) shall be taken as the difference between the average top of
roadway elevation and the bottom of stem elevation.
 The adjacent span is the span that is closest to the abutment being designed.
 The girder spacing shall be measured along the centerline of bearings, not
perpendicular to the girders.
 The vertical and horizontal reinforcement given in the table shall be provided for the
entire height of the abutment.
 The horizontal reinforcement given in the table is only applicable for abutments that
have detached wingwalls. When cantilevered wingwalls are used, the rear face
reinforcement shall be designed.
 The reinforcement values given are based on a 3 foot thick stem and backwall.
These values can conservatively be used with a thicker stem and backwall.
 The abutment shall be detailed according to the current BD-ID sheets.
2017 11-9
Refined Analysis
A refined analysis is required for all bridges that exceed the limits given in Table 11-1. It may
also be required if stated in the RFP for Design/Build project or on the approved preliminary
plans for Design/Bid/Build projects. For a refined analysis, a three dimensional finite element
model shall be used to determine the maximum loads acting on the piles, abutment stem,
backwall, and superstructure. This model shall include the effects of skew, curvature, soil
interaction including ratcheting, thermal movements, dead and live loads, and roadway
grade. For additional guidance when performing an integral abutment refined analysis
contact the Office of Structures.
Approach Treatments
Integral abutment bridges with a length of 100 feet or less require no provisions for
expansion at the ends of approach slabs. Bridges greater than 100 feet shall provide for
expansion at the end of each approach slab.
Pile Requirements
Integral abutments have special foundation requirements. All integral abutments shall be
supported on a single row of piles. C.I.P. concrete piles or steel H-piles may be used for
structures with lengths of 165 feet or less. Only steel H-piles shall be used for structures with
lengths greater than 165 feet. The use of concrete piles is restricted due to their lack of
ductility, which is needed to accommodate larger thermal movements. When steel H-piles
are used, the web of the piles shall be oriented parallel to the centerline of the
superstructure beams regardless of the skew, so that bending takes place about the strong-
axis of the pile. In the past piles were typically oriented for weak-axis bending as it was
believed to offer the least resistance to thermal movement. However, recent research has
found that the orientation of the piles has a negligible effect on the stresses induced into the
abutment and superstructure. Therefore by orientating the piles for strong-axis bending, the
piles bending resistance is increased and also its plastic deformation capability.
On Design/Bid/Build projects, the pile type, size, and casing requirements shall be
determined by either the Office of Technical Services Geotechnical Engineering Bureau or
the consultants geotechnical engineer. For Design/Build projects, this shall be determined by
the Design/Build teams geotechnical engineer. All applicable pile information shall be
provided in the Foundation Design Report.
11-10 2017
Substructures
When computing the maximum vertical load at the top of pile, the following shall apply:
 The backfill underneath the approach slab is assumed to settle, resulting in an

approach slab that acts as a simply supported slab spanning between the abutment
and end of the approach slab.
 The dead load of the superstructure, approach slab, and abutment shall be included.
 The future wearing surface load is applied to the superstructure and approach slab.
 The vertical reactions from live load with dynamic load allowance acting on the
superstructure and approach slab shall be included. Only the lane portion of the live
load shall be applied to the approach slab. A live load surcharge need not be
considered.
 All loads are applied assuming a uniform load distribution to the piles.
A pile bent configuration is to be used for the integral abutment detail. For steel and spread
concrete girder bridges, a minimum of one pile per girder shall be used.
Wingwalls
Unlike other abutments, the wingwalls for integral abutments have special requirements. In-
line wingwalls cantilevered from the abutment are the preferred arrangement. Flared walls
cantilevered from the abutment may be considered by the designer on a case by case basis.
The use of flared wingwalls should generally only be considered at stream crossings where
the alignment and velocity of the stream would make in-line walls subject to scour. Piles
shall never be placed under flared wingwalls or U-wingwalls that are cantilevered from the
abutment stem. The controlling design parameter for cantilevered wingwalls is the horizontal
bending, due to the soil pressure, in the abutment at the fascia girder. Contact the Office of
Structures Standards Unit for guidance when designing cantilevered wingwalls.
In-line or flared wingwalls with lengths in excess of 13 feet, measured from the fascia girder,
shall be detached from the abutment and supported on their own independent foundation.
This is necessary because of the high bending moments that occur due to the soil pressure
acting on a large cantilevered wall. In this case, a flexible joint must be provided between
the wingwalls and the stem and backwall. The joint between the abutment and the wingwalls
shall be parallel to the superstructures direction of thermal movement. A joint that is not
parallel to the direction of movement will likely lead to binding between the abutment stem
and wingwall. Separate wingwalls may be designed as conventional walls with a footing or a
stem with a single row of piles that alternate vertical and outward battered piles. The choice
will be governed by the site and loading conditions, but walls using a single row of piles shall
be limited to a maximum height of 12 feet. Separate wingwalls for integral abutments on
bridges over water shall be pile supported.
2017 11-11
U-wingwalls cantilevered from the abutment stem shall only be used if the project site
conditions rule out the use of in-line or flared walls, or if U-wingwalls are needed as a means
to resist the transverse component of the soil pressure on skewed or curved bridges. Some
examples of project site conditions that may justify U-wingwalls are right-of-way, wetlands
encroachment, or conflict with a utility. When U-wingwalls are necessary, they shall not
measure more than 6’-6” from the rear face of the abutment stem. Also, under no
circumstances shall piles be placed under U-wingwalls physically connected to an integral
abutment. This would inhibit the abutment's ability to translate and rotate. The distance
between the approach slab and the rear face of the U-wingwall shall be a minimum of 4 feet
if it is not being extended to the U-wingwall. If the shoulder is less than 4 feet wide the
approach slab must extend to the U-wingwall, but it shall be separated from the U-wingwall
by a minimum 2” joint filled with at least two sheets of Premoulded Resilient Joint Filler,
Material Subsection 705-07.
Utilities
When rigid utility pipes, such as gas, water, or sewer need to pass through an integral
abutment, expansion joints in the pipes shall be used behind each abutment. Additionally,
sleeves passing through the abutment shall provide a minimum clearance of 2” between the
utility and the sleeve. Flexible conduits, used for utilities such as electrical or telephone,
shall be equipped with an expansion sleeve at each abutment. All utilities passing through
abutments shall be properly sealed to prevent the leakage of water and backfill.
Stage Construction
When stage construction with a deck closure placement is being used, the integral abutment
backwall shall have a corresponding closure placement.
Stem Deflection during Construction
The typical construction sequence for integral abutments is to backfill behind the stem prior
to erecting the superstructure. This essentially creates a retaining wall that is cantilevered
off of a single row of piles. The stem will deflect due to the active soil pressure and any
construction surcharge loads. The magnitude of this deflection is dependent on the
subsurface conditions, exposed stem height, and the pile type, size, and spacing. Table 11-2
shall be used for abutments with detached wingwalls to determine if stem deflections
during construction need to be investigated. This table shall not be used for integral
abutments with cantilevered wingwalls.
If the pile spacing, as determined by design, exceeds the limit given in Table 11-2 or
cantilevered wingwalls are used, an analysis that includes a live load surcharge of 250 lb/ft2
shall be performed to determine the stem deflection. The maximum allowable theoretical
stem deflection shall be 2”. If the stem deflection exceeds this limit some counter measures
include; increasing pile size, reducing pile spacing, an alternate construction sequence, and/
or use of temporary bracing. For assistance when performing a stem deflection analysis
contact the Office of Structures Foundation and Construction Unit. Design Builders may
choose not to use Table 11-2 and develop their own construction method to control the stem
deflection in order to meet the limit stated above.
11-12 2017
Substructures
Stem Height (ft.) Maximum Pile Spacing (ft.)

> 10 N/A (analysis required)
10 5
9 6
8 7
7 8
≤6 9
Stem Height - taken as the difference between the maximum

bridge seat elevation and the bottom of stem elevation.
Pile Spacing - the center to center distance between piles.
Table 11-2
Pile Spacing for Stem Deflection during Construction
11.2.2 Semi-Integral Abutments
Description and Design Methodology
Semi-integral abutments use conventionally designed abutments where superstructure

girders are supported by bearings and pedestals on a bridge seat. The girders extend over
the bridge seat and are embedded in a suspended backwall, i.e. a backwall which is not
connected to the abutment stem.
When site conditions have prevented the use of integral abutments, jointless decks at
abutments have often been used. Jointless decks at abutments are conventionally designed
but the deck slab extends and slides over the backwall. While jointless decks at abutments
have performed better than conventional abutments with deck joints, there have been some
problems with transverse deck cracking near the abutment backwall.
Semi-integral abutments shall be used where site conditions prevent the construction of full
integral abutments, but meet the selection criteria given in this section. Semi-integral
abutments are designed as conventional abutments with the following exceptions:
• Backwalls shall be designed for full passive soil pressure.
• Wingwalls shall be independent from the backwall to allow for movement. Clearance
details are shown on the applicable BD sheets.
• Adequate clearance to handle expected movements shall be provided between the

suspended backwall and the abutment stem.
• Provision for expansion at the ends of approach slabs shall be provided in

accordance with the details on the applicable BD sheet.
2017 11-13
• The ends of the superstructure slab shall be reinforced for negative flexure. The area
and placement of longitudinal reinforcement shall meet the requirements of the
NYSDOT LRFD Bridge Design Specifications, Article 6.10.1.7. This reinforcement
shall extend for a distance of 20% of the span for single span bridges and 20% of the
positive moment zone for multi-span bridges.
• Semi-integral abutments are not allowed for use on one end of a bridge opposite a
conventional abutment. Each end of a bridge shall have a semi-integral abutment to
match passive pressure resistance.
Stage Construction
When stage construction is used with semi-integral abutments, a closure placement

between stages shall be used in the backwall. Since the backwalls are constructed prior to
the deck, constructing the stage 2 backwall without a closure placement would restrain the
stage 2 girder ends by connecting them to the completed stage 1. This would reduce the
stage 2 girder concrete deflection and result in deck misalignment between stages.
Selection Criteria and Details
• Maximum expansion length = 230 feet. (distance to nearest fixed bearing).
• Maximum skew = 30° for expansion lengths up to 120 feet.
• Maximum skew = 20° for expansion lengths greater than 120 feet.
• No restriction on abutment height.
• No restriction on maximum grade.
• No restriction on footing type (spread or pile foundation).
• Utility restrictions are the same as integral abutments. See Article 11.2.1.
• Single span bridges with two semi-integral abutments can have expansion bearings
at each end as long as the grade between bearings is less than 2.5% and there is no
stop sign or signal at either end of the bridge.
• Single-span bridges shall have one of the abutment bearings fixed if the grade
between bearings is ≥ 2.5%. Multiple-span, continuous bridges can have both
abutments with expansion bearings as long as there is a fixed bearing at a pier.
• Curved girder structures are allowed if the curved girders are designed as straight as
provided in NYSDOT LRFD Bridge Design Specifications, Article 4.6.1.2.
• Backfill procedures are as per listed on the BD sheets.
• The hanging backwall may have its bottom surface cast on the ground or formed at
the option of the Contractor.
11-14 2017
Substructures
• Polyethylene curing covers are not required underneath the hanging backwall.
• Bearings shall be reset to their neutral position after the girder rotates due to deck
dead loads.
11.2.3 Cantilevered Abutments
Cantilevered abutments shall only be used when integral and semi-integral abutments have
been investigated and found to be incompatible with the projects site conditions.
Cantilevered abutments consist of a central stem supporting the bridge seat and pedestals.
A backwall on top of the stem and wingwalls on either side of the stem retains the fill. The
stem and wingwalls rest upon a continuous footing that can be soil, rock or pile supported.
The structural reinforcing steel in a cantilevered abutment is designed to withstand the

overturning forces that cause tension in the back of the stem and backwall. Also, design of
the footing reinforcement is required and depends on the type of foundation selected. The
large thickness of the abutment stem and backwall prevent horizontal bending from being a
major concern in their design.
Cantilevered abutments have no limit on the skew angle, however, bridges with less skew
perform significantly better than highly skewed bridges.
The superstructure length used with cantilevered abutments is not limited. The abutment
shall be designed to support the applied superstructure loads. The thermal expansion of the
superstructure shall be accounted for by the use of an expansion joint or appropriate
jointless detail.
11.2.4 Pile Supported Abutments Combined with Fill Type Retaining Walls
This type of abutment consists of an internally stabilized fill type retaining wall that supports
the fill surrounding a short or stub abutment founded on piles. Further information on fill type
retaining walls is contained in Article 11.3.1.4. Details for pile supported abutments
combined with fill type retaining walls can be found in the BD-EE sheets. Designers may
consider the use of this system where site conditions are appropriate as outlined in the
guidelines below.
Guidelines and Requirements for Use
This type of abutment system is most efficient when the height of the wall supporting the
embankment is 15 feet or greater. When the use of this system includes wingwalls and/or
retaining walls the average height of the entire system should be 10 feet or greater.
• The abutment shall be supported on a pile foundation.
• The project site should be predominately a fill area. If extensive excavation is

required, this type of system would be inappropriate.
2017 11-15
• Utilities of any nature shall not be placed within or underneath the reinforced soil
mass.
• If the project site involves a railroad, approval by the railroad is required in order to
use of this type of system. For Design/Bid/Build projects, a copy of the railroad’s
acceptance letter of this type of construction shall accompany the Structure
Justification Report submitted to the Office of Structures. For Design/Build projects,
the proposal shall include a copy of the railroad’s acceptance letter.
• Abutments combined with fill type retaining walls shall not be used for bridges that
cross waterways.
• Additional guidance for the use of MSES and PWS can be found in the NYSDOT
LRFD Bridge Design Specifications, Articles 11.10 and 11.11.
• The bottom of footing shall be as shown on BD-EE13E. It cannot be placed 4 feet

below grade because of interference with the reinforced soil mass.
Design Guidelines
In addition to design requirements outlined in the NYSDOT LRFD Bridge Design

Specifications, Articles 11.10 and 11.11, the following criteria have been adopted by
NYSDOT.
• As a preliminary starting point for determining the span length, the centerline of
bearings shall be a minimum of 7’-6” behind the front face of the fill type retaining
wall.
• A minimum distance of 2 feet shall be provided between the assumed rear face of
wall and the front face of the abutment footing.
• The top of the fill type wall in front of the abutment footing shall be set 1 foot above
the berm elevation, not including the coping.
• A minimum vertical clearance of 4 feet shall be provided between the bottom of the
superstructure and the berm in front of the abutment footing.
Review and Approval
Abutments combined with fill type retaining walls should be considered as an option for all
bridge substructures and developed as a part of the Structure Study Plan. Use of this
system should be compared with other abutment types to determine which option best
meets project objectives, i.e., structure cost, functionality, construction time, aesthetics and
other project specific parameters. The selected option shall then be progressed in the
Structure Justification Report through the normal review and approval procedure as
described in Section 3.
11-16 2017
Substructures
Geosynthetic Reinforced Soil - Integrated Bridge System
The geosynthetic reinforced soil - integrated bridge system is a low-cost, fast

construction bridge system similar to an MSES that shall only be used on very low
volume local roads with no potential for scour. This system shall only be used with
the approval of the DCES. More information may be found in Geotechnical
Engineering Manual, GEM-28, Guidelines for Design and Construction of Geosynthetic
Reinforced Soil Integrated Bridge System.
11.2.5 Gravity Abutments
Gravity abutments are large masses of

concrete or masonry that have nominal
to no design steel in the back face of
the stem. This type of abutment uses its
own large self weight to provide lateral
support and resist overturning forces. A
large plan area at the base provides
bearing on the soil. This type of
abutment is no longer used for new
bridges by NYSDOT, but they may be Figure 11.1
encountered on rehabilitation projects. Gravity Abutment
11.2.6 Isolated Pedestal Stub Abutments
Isolated pedestal stub abutments have tall

pedestals that rest directly on the footing and
have no bridge seat. They have a backwall
between the pedestals and wingwalls on each
side to retain the fill. The footing may be soil,
rock or pile supported.
The structural reinforcing steel in a stub

abutment is designed to withstand forces that
cause tension in the front of the backwall as it
spans between the tall pedestals, and to
withstand the forces that cause tension in the Figure 11.2
back of the backwall as it cantilevers above the Isolated Pedestal Stub Abutment
footing. Also, design of the footing
reinforcement is required and depends on the
type of foundation selected.
Isolated pedestal stub abutments are no longer used for new structures by NYSDOT,
however, existing isolated pedestal stub abutments may be encountered on bridge
rehabilitation projects.
2017 11-17
11.2.7 Spill Through Abutments
The spill through, or open, abutment consists

of two or more vertical columns carrying a
beam that supports the bridge seat and
pedestals. The fill extends on its natural slope
from the bottom of the beam through the
openings in the columns. In an extreme form,
the spill through abutment is no more than a
row of alternating vertical and battered piles
driven through the fill and supporting a bridge
seat and pedestals. The stem is usually
provided with small wingwalls to keep the
bridge seat free of soil. Although no longer
commonly used, spill through abutments may Figure 11.3
be encountered on rehabilitation projects. Spill Through Abutment
11.3 Retaining Walls
A retaining wall is a structure that provides lateral support for a mass of soil. A properly
designed retaining wall ensures the structure will not fail by overturning, sliding, excessive
settlement, excessive bearing pressures or pile capacities and the structure itself possesses
adequate strength to resist the applied earth and live loadings and surcharges.
A retaining wall adjacent or abutting a bridge abutment is commonly referred to in bridge

plans as a wingwall. The most commonly used retaining wall for wingwalls is the cantilever
wall. See the Highway Design Manual, Article 9.4 for current commonly used types of
retaining walls on highway and bridge projects. Article 11.3.1 provides information on the
most common types of retaining walls used on bridge projects. When a designer is not sure
of what type of wall to use on a Design/Bid/Build project, consult the Office of Structure
Foundation and Construction unit and the Geotechnical Engineering Bureau.
11.3.1 Retaining Wall Types
11.3.1.1 Cantilevered Retaining Wall
Cantilevered retaining walls consist of a spread

or pile supported footing that supports a
relatively thin concrete stem that is structurally
reinforced vertically along the back face. This is
the most commonly used type of retaining wall
for new bridges in NYSDOT. Cantilevered
retaining walls remain stable due to their own
weight and the weight of the soil located over the
heel of the footing. This is the preferred wall for
bridges over water because it is less susceptible
to scour problems than modular walls. The
efficient height range of walls of this type is 5 ft.-
30 ft. For additional guidance on cantilevered
retaining walls see Article 11.3.2. Figure 11.4
Cantilevered Retaining Wall
11-18 2017
Substructures
11.3.1.2 Counterfort Retaining Wall
Counterfort retaining walls consist of a

relatively thin vertical concrete face wall
supported at intervals on the earth side by
vertical walls (counterforts) that are
perpendicular to the face wall. Both the face
wall and the counterforts are connected to a
footing slab that can be either spread or pile
supported. The base is backfilled with soil
between the counterforts. The vertical face
wall is structurally reinforced horizontally to
span between the counterforts. The
counterforts are structurally reinforced to resist
the tensile forces along their back. This type of
wall is only used where economically justified,
such as when the height of the wall is in Figure 11.5
excess of 30 ft., since forming is relatively Counterfort Retaining Wall
expensive. The efficient height range of walls
of this type is 30 ft.-60 ft.
11.3.1.3 Buttressed Retaining Wall
This is very similar to a counterfort retaining wall, except the counterforts are placed on the
exposed front face of the wall due to limited construction access to the rear of the wall. The
efficient height range of walls of this type is 30 ft.-60 ft.
11.3.1.4 Fill Type Retaining Walls
Fill type retaining walls are a general classification of retaining walls that are
constructed from the base of the wall to the top (i.e. “bottom-up” construction). They are
further classified according to the basic mechanism of lateral load support. These
classifications include internally stabilized fill structures and externally stabilized fill
structures. Internally stabilized fill structures are structures which rely on friction
developed between closely-spaced reinforcing elements and the backfill to resist lateral
soil pressure. Externally stabilized fill structures are structures which utilize the weight of
the wall system elements and the weight of the infill to resist lateral soil.
Section 554 of the Standard Specifications addresses the construction and

material specifications for all approved fill type retaining walls. Under this specification,
GRSS walls are the only fill type walls that are designed and detailed in the contract
plans and have been assigned their own pay item. All other wall types (MSES,
MSWS, & PWS) are considered proprietary and are grouped into generic pay items that
are differentiated by wall height and aesthetic treatments. This allows the contractor to
select the most suitable wall type from the approved list and promotes a competitive bidding
process.
See Highway Standard Sheets 554-01 and 554-02 for fill type retaining wall details.
2017 11-19
Mechanically Stabilized Earth Systems (MSES)
MSES retaining walls are internally stabilized fill structures that utilize high strength metallic
or polymeric reinforcing straps to create a reinforced soil mass. The reinforcing straps are
mechanically connected to either precast panels or a cast-in-place facing. The efficient
height range of walls of this type is 10 ft.-65 ft. For additional information and photos of
MSES retaining walls see the Highway Design Manual, Article 9.4.2.3-A.
Prefabricated Wall Systems (PWS)
PWS retaining walls are externally stabilized fill structures that rely on the weight of the wall
system elements to resist lateral soil pressure. For taller wall applications, this system
incorporates open faced units which are filled with backfill material in order to augment the
weight of the wall system elements. The efficient height range of walls of this type is 3 ft.-50
ft. For additional information and photos of PWS retaining walls see the Highway Design
Manual, Article 9.4.2.2-B.
Mechanically Stabilized Wall Systems (MSWS)
MSWS retaining walls are an internally stabilized variation of prefabricated wall systems
(PWS) that relies on reinforcing elements within the backfill to provide additional stability.
The soil reinforcement is connected to the wall facing by either a mechanical or friction
connection. The efficient height range of walls of this type is 5 ft.-65 ft. For additional
information and photos of MSWS retaining walls see the Highway Design Manual, Article
9.4.2.3-B.
Geosynthetically Reinforced Soil Systems (GRSS)
GRSS retaining walls are internally stabilized fill structures that utilize geosynthetic
reinforcing sheets to create a reinforced soil mass. When used as a temporary wall, the
facing typically consists of a geotextile wrap that encapsulates the exposed face of each soil
layer. This geotextile wrap lies within a welded wire mesh form that shapes the wrapped soil,
resulting in a fairly uniform vertical face. For permanent applications cast-in-place concrete,
precast concrete panels, stone or concrete masonry, timber, and vegetated geocells are just
some of the facing options that can be used with GRSS walls. The efficient height range of
walls of this type is 5 ft.-65 ft. For additional information and photos of GRSS retaining walls
see the Highway Design Manual, Article 9.4.2.3-C.
11.3.1.5 Gabions
Gabion retaining walls are comprised of wire-mesh baskets that are filled with stones
to provide the necessary weight for stability. The wire mesh can be vinyl coated or
galvanized. These units are usually stacked on top of each other to create the retaining
wall. Gabions are susceptible to damage from debris or ice flows in high water conditions
and to corrosion of the wire mesh. The efficient height range of walls of this type is 5 ft.-20
ft. For additional information and photos of gabion retaining walls see the Highway
Design Manual, Article 9.4.2.2-C.
11-20 2017
Substructures
11.3.1.6 Crib Wall
Crib walls consist of individual structural units that are assembled at the site into a series of
hollow cells called a crib. The cribs are backfilled with soil and/or stone and their stability
depends on both the weight and the strength of the fill material to hold the units together.
The structural units are usually constructed of precast reinforced concrete, although units
with fabricated metal members and units with timber members have been used. Care shall
be taken to select the best structural unit type for the site conditions and desired service life.
Crib walls are relatively inexpensive. For additional information and typical details for crib
walls see Special Specification 632.07010017.
11.3.1.7 Cantilevered Sheet Pile Retaining Wall
Cantilevered sheet pile walls consist of a series of interlocking structural shapes that are set
into the ground to a sufficient depth to mobilize enough passive earth pressure to withstand
the active pressure from the retained soil. The structural shapes are most commonly made
of steel and driven into the ground. Concrete shapes have also been used and jetted in
place. Cantilevered sheet pile retaining walls are commonly used by NYSDOT for both
temporary and permanent conditions. The efficient exposed height range of walls of this type
is 5 ft.-15 ft. For additional information and photos of sheet pile walls see the Highway
Design Manual, Article 9.4.2.1-A.
11.3.1.8 Anchored Sheet Pile Retaining Wall
Anchored sheet pile walls consist of a series of interlocking structural steel shapes that are
driven into the ground to a sufficient depth in order to mobilize enough passive earth
pressure to withstand the active pressure from the retained soil and utilize a tie-back or
anchored bulkhead system for additional support at the top of the sheet piling. This type of
retaining wall is commonly used by NYSDOT for both temporary and permanent conditions.
The efficient exposed height range of walls of this type is 15 ft.-65 ft. For additional
information and photos of anchored sheet pile walls see the Highway Design Manual, Article
9.4.2.1-C.
11.3.1.9 Soldier Pile and Lagging Retaining Wall
Soldier pile and laggings walls consist of two main structural parts, the piles and the lagging.
The piles are driven into the ground or set into pre-augured holes at regular spacings and to
a sufficient depth so as to mobilize enough passive earth pressure to withstand the lateral
load from the retained fill. That lateral backfill load is transferred to the piles through the
lagging which spans horizontally between the piles and behaves like a simple beam
between two supports. The piles are commonly steel H-piles and the lagging is timber or
precast concrete panels. This type of retaining wall is commonly used by NYSDOT for both
temporary and permanent conditions. The efficient height range of walls of this type is 5
ft.-15 ft. For additional information and photos of soldier pile and lagging walls see the
Highway Design Manual, Article 9.4.2.1-B.
2017 11-21
11.3.1.10 Anchored Soldier Pile and Lagging Retaining Wall
This wall type is similar to a normal soldier pile and lagging wall with the addition of
an anchoring system. The piles are driven into the ground or set into pre-augured
holes at regular spacings and to a sufficient depth in order to mobilize enough
passive earth pressure to withstand the lateral load from the retained soil. The anchoring
system provides additional support at the top of the retaining wall. This type of retaining
wall is commonly used by NYSDOT for both temporary and permanent conditions. The
efficient height range of walls of this type is 15 ft.-65 ft. For additional information and
photos of anchored soldier pile and lagging walls see the Highway Design Manual, Article
9.4.2.1-C.
11.3.1.11 Gravity Retaining Wall
Gravity retaining walls are large masses of

concrete or masonry that have nominal to no
structural reinforcement in the back face of
the stem. This type of retaining wall depends
on its own large self weight to provide the
lateral support and resist overturning forces.
A large plan area at the base provides
bearing on the soil or it may be pile
supported. This type of retaining wall is no
longer used for new bridges by NYSDOT.
Figure 11.6
Gravity Retaining Wall
11.3.1.12 Semi-Gravity Retaining Wall
A semi-gravity retaining wall resembles a

gravity retaining wall except that the stem
thickness is reduced and vertical structural
reinforcement is provided in the back face of
the stem. The foundation uses either spread
or pile supported footings. This type of
retaining wall is no longer used for new
bridges by NYSDOT.
Figure 11.7
Semi-Gravity Retaining Wall
11-22 2017
Substructures
11.3.2 Proportioning of Cantilevered Retaining Walls
Since the cantilevered retaining wall is by far the most common type of retaining wall used, it
is important to achieve as much efficiency in its design as possible. In general, the width (B)
of the footing should range from 0.40 to 0.60 times the height (H) of the wall above the top
of the footing. The B/H ratio is closer to 0.40 when the bearing soil is firm or when the
footing is on piles. The B/H ratio increases as the quality of the bearing soil and coefficient
of friction decreases, and the slope of the fill and any other surcharge behind the wall
increases. The distance from the centerline of the wall stem to the front edge of the footing
(D) should be approximately 0.30 to 0.50 times the width of the footing. The footing
thickness (T) is generally between 0.10 and 0.15 times the height of the stem unless the
minimum footing thickness requirement for the type of foundation selected governs. The
stem thickness (t) should be at least 0.10 times the height for an economically reinforced
section.
Fig. 11.8
Suggested Proportions of Retaining Wall
Further information on retaining wall design can be found in the Highway Design
Manual, Chapter 9.
2017 11-23
11.3.3 Wingwall Type and Considerations
Wingwalls are simply retaining walls placed adjacent to the abutment stem to retain the fill
behind the abutments. The orientation of the wall in relation to the centerline of bearings or
centerline of the roadway determines the wingwall type.
When the wingwalls are parallel to the roadway, they are called U-wingwalls. U-wingwalls
are used primarily in fill situations where there are obstructions or limited right of way on
either side of the roadway to build a wide embankment. The length of the U-wingwall is
determined by equating the point where the embankment slope meets the shoulder break
elevation from the roadway. The intersection shall occur at the inside corner of the top of the
wingwall. The elevation of the end of the U-wingwall shall be at this intersection and stated
on the plans.
When the wingwalls are parallel to the centerline of bearings, they are called in-line
wingwalls. These wingwalls are used when the abutment is relatively short and there are
no obstructions or right of way limitations on either side of the highway. The use of in-line
wingwalls is prohibited on the upstream side of substructures that are susceptible to scour.
The end of an in-line wingwall is located where the slope from the shoulder break meets the
underbridge embankment slope. The intersection shall occur at the rear corner of the
wingwall. The elevation of the top of the wingwall shall be 8” higher than this intersection
and stated on the plans. Additionally, for wingwalls of bridges that cross waterways, this
elevation shall be greater than the ordinary high water elevation and preferably greater than
the design high water elevation.
When the wingwalls are turned back toward the retained fill but not parallel to the roadway,
they are called flared wingwalls. These wingwalls are used when the abutment fill would
spill out too far for in-line wingwalls, but there are not enough restrictions to justify U-
wingwalls. They are also used at water crossings to improve the hydraulic entrance
condition and reduce scour potential. The end of a flared wingwall is located where the
shoulder break from the roadway meets the underbridge embankment slope. The
intersection shall occur at the rear corner of the wingwall. The elevation of the top of the
wingwall shall be 8” higher than this intersection and stated on the plans. Additionally, for
wingwalls of bridges that cross waterways, this elevation shall be greater than the ordinary
high water elevation and preferably greater than the design high water elevation.
Curved wingwalls should be avoided whenever possible. If it is absolutely necessary to

provide a curved wingwall, it is best to place a widened footing on a chord and only curve
the top portion of the wall. Curved wingwalls should never be battered since the forming is
extremely difficult.
Wingwall foundations shall match the abutment foundation requirements (e.g., a pile
supported abutment shall have pile supported wingwalls) except for integral abutments. See
Article 11.2.1 for a discussion on wingwalls for integral abutments.
Fill type retaining walls shall not be used within 10 feet from the back face of abutments for
bridges that cross waterways due to scour vulnerability.
11-24 2017
Substructures
11.4 Piers
For the purposes of this section, the term “pier” is defined as an intermediate support for a
bridge superstructure, between the abutments, extending from below the ground surface to
the bottom of the superstructure.
Piers may be required because of long spans, beam depth restrictions, or both. The pier
may be a support point along a continuous superstructure, or it may be at the end of one
simple span and the beginning of another. In either case, the pier must be designed to
safely handle the dead, live, seismic and other loads introduced from the superstructure
while at the same time handling any loads acting on the pier from flood water, ice flow, wind,
and vehicular or vessel impact. Suggested proportions of bridge piers can be found in
Section 23.
For the purpose of future bearing replacements, jacking locations and loads shall be shown
on the contract plans. Additionally, the superstructure loads acting at the jacking locations
shall be considered for the pier design. See Article 22.6 for additional information and
requirements.
11.4.1 Pier Types
Fig. 11.9
Typical Pier Types
(a) Solid (b) Hammerhead (c) Multi-column (d) Pile Bent
2017 11-25
11.4.1.1 Solid Pier
Solid piers consist of a solid mass of reinforced concrete, without overhangs, that is usually
rectangular in plan. Solid piers are used primarily for river or stream crossings, low-
clearance bridges, bridges over divided highways with narrow medians, and where short
columns on wide bridges would have high stress due to shrinkage. Solid piers offer the
highest durability and are preferred for piers located underneath a deck joint. Solid piers can
also be used to meet crash protection requirements adjacent to railroads. When located in a
waterway, pier protection may be required. See Article 11.4.2.
11.4.1.2 Hammerhead Pier
With increasing pier height and narrow superstructures, the hammerhead pier becomes
more economical by reducing the required amounts of material and forming. Hammerhead
piers consist of a single large column with a capbeam overhanging on either side. Both the
column and cantilevered ends of the capbeam support the superstructure beams. When
located in a waterway, pier protection may be required. See Article 11.4.2.
The overhangs of hammerhead piers shall be designed according to NYSDOT LRFD Bridge
Design Specifications. They typically will be categorized as a “D-Region”, which will require
a strut-and-tie model or other appropriate empirical approaches for deep members.
11.4.1.3 Multi-Column Pier
When piers need to be tall and wide, a multiple-column pier is usually the best choice when a
solid or hammerhead pier is not required. This pier type consists of two or more columns that
can be either rectangular or circular. The columns are usually connected by a capbeam that
supports the superstructure at points between the columns. For some highly skewed bridges
with large beam spacing, it may be necessary to place individual columns under each
bearing and to connect the top of the columns with a simple tie strut. When there are only
two columns with overhangs, this pier is called a π (pi) pier. The overhangs shall be designed
according to NYSDOT LRFD Bridge Design Specifications. They typically will be categorized
as a “D-Region”, which will require a strut-and-tie model or other appropriate empirical
approaches for deep members.
For seismic response reasons, high concrete columns (slenderness >60) in multi-column
piers shall have reinforced concrete struts between the columns in the middle half of the
column height.
11.4.1.4 Pile Bents
Pile bents are the simplest and least expensive piers to construct. This pier consists of
driven piles with a concrete cap beam cast over the top of the piles to support the
superstructure. This type of pier is inexpensive because there are no footings or columns to
form or cast. Pile bents are not frequently used by NYSDOT due to concerns about
aesthetics, corrosion of the exposed steel piles or steel pile casings, and the closely spaced
piles trapping debris during a flood and reducing the available hydraulic opening. Pile bents
shall only be used with the approval of the DCES.
11-26 2017
Substructures
11.4.2 Pier Protection
Bridges in navigable waterways shall be designed for vessel collision according to NYSDOT
LRFD Bridge Design Specifications, Article 3.14. Additional information on navigable
waterway requirements can be found in Section 2.
For bridges crossing waterways, a recommendation shall be obtained from the hydraulic
engineer regarding the need for and the type of ice breaker for pier noses. This
recommendation shall be made by the Office of Structures Hydraulic Design Unit or the
consultants hydraulic engineer for Design/Bid/Build projects. For Design/Build projects,
the Design/Build teams hydraulic engineer shall provide the recommendation. If required,
the ice breaker shall consist of a steel angle or other device secured to the concrete
by a suitable anchor system. For solid piers, this breaker may be attached to the pier
stem. For hammerhead piers and multi-column piers, a plinth may be required to
provide sufficient strength against the anticipated ice flows. A plinth is a solid mass of
concrete that surrounds the pier to an elevation 2 feet above the 100-year flood or flood
of record, whichever is higher. In a navigable stream, the plinth shall be carried to 3 feet
above design high water or maximum navigable pool elevation, whichever is higher.
For piers between opposing directions of traffic, appropriate care must be taken to ensure
that minimum horizontal clearances and highway traffic barrier requirements are satisfied.
For more information, refer to the Highway Design Manual and Standard Sheets.
For multi-column or hammerhead piers adjacent to railroad tracks, the need for crash walls
must be investigated based on the proximity of the pier to the tracks in accordance with
current AREMA Specifications. Additional information can be found in Section 2.
11.5 Bridge Seats
11.5.1 Bridge Seat Width
The minimum bridge seat width for cantilevered abutments shall be 3 feet for all
superstructure types that utilize spread members. For superstructures with adjacent
members, the minimum seat width shall be 2 feet. These minimum widths shall be increased
when necessary to accommodate bearings, joint systems, superstructure expansion, and
seismic requirements.
The bridge seat or capbeam width for piers needs to accommodate the bearings and
column geometry. For multi-column piers with circular columns, the capbeam shall be a
minimum of 2 inches wider than the columns on all sides. For all other pier types, the
capbeam width shall match the column width. When a superstructure is non-continuous at a
pier, the width of the bridge seat or capbeam also needs to account for joint systems,
superstructure thermal movements, and seismic requirements.
In certain instances, seismic criteria may dictate the support length at the ends of beams,
which may require the bridge seat to be widened. The minimum support length (N) in the
longitudinal direction shall be measured perpendicular to the centerline of bearing. The
minimum support length (N) in the transverse direction shall be measured perpendicular to
the centerline of the beam. The minimum support length shall meet the requirements of
NYSDOT LRFD Bridge Design Specifications, Article 4.7.4.4.
2017 11-27
Figure 11.10
Support Length
11.5.2 Pedestals
The minimum height of the shortest pedestal shall be 6” when using elastomeric bearings. If
multi-rotational bearings are used, then the minimum height shall be 8”. The extra 2” is
added for tolerance to allow the use of a taller multi-rotational bearing than the one used in
the design and still provide a minimum pedestal height of 6”. If the difference in height
between fascia pedestals is more than 6” then a sloped bridge seat or capbeam should be
used with both fascia pedestals being set at the minimum height. Pedestals more than 1’-6”
high should be avoided for aesthetic reasons. Pedestals greater than 1’-6” high shall be
investigated for their strength acting as a column.
The minimum distance from the center of the bearing anchor bolt to any exposed vertical
face of the pedestal shall be 8”. In addition, the minimum distance from the edge of the
masonry plate to any vertical face of the pedestal shall be 3” unless otherwise accounted for
in the design. Masonry plate corners may be clipped to satisfy this requirement. The length
of pedestals shall match the width of the bridge seat or capbeam that they are located on.
11.6 Concrete for Substructures
11.6.1 Classifications
Class HP concrete was developed to provide increased durability by reducing permeability,

thereby limiting the absorption of salt-laden water into the concrete. Any substructure that
might be exposed to chlorides through splashing, runoff, or leaking through joints, shall be
designated as Class HP concrete on the plans. Class A concrete shall be limited to
placements that will not be exposed to chlorides. Also, it is inefficient to use Class A
concrete for small placements when Class HP concrete is the concrete primarily used on the
job. Therefore, if only a small amount of Class A concrete is needed make all of the concrete
Class HP.
11-28 2017
Substructures
11.6.2 Mass Placements
Mass placements shall be defined as concrete placements having a minimum dimension

greater than 60 inches in all directions and do not use an accelerated curing method. There
shall be no minimum volume limitation to this definition. If the placement meets this
definition, the placement shall be made in accordance with Item 555.02000001 -
Concrete for Structures Class MP (Mass Placement). Specifically, a thermal control
analysis shall be performed and a system used to manage temperature of the placement.
All reinforcement located in the mass placement(s), except for footings, shall be corrosion
resistant reinforcement. Footings shall have corrosion resistant reinforcement when placed
in seawater. The intention of this definition is to use the mass placement specification
whenever a large concrete pour has potential to retain enough heat to cause problems with
cracking and affect the durability of the concrete element. Some elements may have a
tapered section or a projection where only part of the pour will have a smaller dimension
than 60 inches. If the element meets this definition other than the tapered sections or
projections, then the mass concrete specification shall be used.
An effort shall be made to limit the need for mass placements as the additional procedures
required add cost and time to the placement. In many cases it is more economical to reduce
the thickness of the concrete component and increase the reinforcement rather than utilize a
mass placement.
11.7 Forming Considerations
In heavily reinforced concrete structures, the labor and material costs for formwork often
averages from 30% to 50% of the total in-place cost of the structure. Within that total
formwork cost, the labor cost to build and place the forms is generally two to three times the
formwork material cost. In other words, an efficient structure is one that not only conserves
cubic yards of concrete, but also reduces the labor involved in formwork. The shape should
be such that large flat forms and large placements may be employed.
Simplicity and repetition are the keys to achieving economy in forming. Configurations that
lend themselves to commercially built forming systems will generally be less expensive than
those requiring custom built forms. If special forms are required, the high initial cost of those
forms may be offset if those forms can be used several times.
In normal column construction the circular shape is the most economical to form because
commercially prefabricated forms are available in many standard diameters. These forms
are easy to set up, strip and require no form ties.
Battered forms are more expensive than vertical forms and should be avoided whenever
possible, especially on short wingwalls. If a thicker wall section is required at the base of a
wall, the designer should consider using the thicker section for the full height of the wall or to
a construction joint and then stepping the thickness. If battered forms are used, the batter
shall remain constant. Battering only one side is the least expensive battering system.
Battering on three or four sides always requires special forming and shall only be considered
when the hydraulic flow characteristics require special pier geometry or aesthetics requires
it.
2017 11-29
11.8 Substructure Joints
At locations where a waterstop is to be installed, the walls shall be laid out such that the rear
faces of the two adjoining walls are flush at the joint in order to accommodate the waterstop.
All joints required in conformance with this section shall be shown on the contract plans.
11.8.1 Contraction Joints
Contraction joints are defined as interruptions provided in the concrete placement to control
the location of cracks forming in the concrete due to shrinkage of the concrete during curing.
Reinforcement shall not extend through a contraction joint. All contraction joints shall be
provided with a shear key and a Type "D" PVC waterstop.
Vertical contraction joints are required at 30 foot maximum spacing in all retaining walls and
wingwalls greater than 60 feet long. In this case, contraction joints shall not extend through
the footing.
11.8.2 Construction Joints
Construction joints are defined as interruptions in the concrete placement provided to

facilitate construction. Vertical construction joints are sometimes detailed in abutment stems
and backwalls to control the location of cracks forming due to shrinkage of the concrete
during curing, thus performing a function similar to a contraction joint.
Reinforcement shall always extend through construction joints. All construction joints shall
be provided with shear keys, unless otherwise specified, and sealed with Type "D" PVC
waterstops.
Vertical construction joints are required in long abutment stems and backwalls. The
maximum spacing for construction joints in abutments shall be 30 feet. When an abutment
reaches 60 feet in length construction joints shall be considered. Placement of construction
joints should be midway between pedestals at a fairly uniform spacing. Construction joints
shall be placed between the abutment and flared wingwalls longer than 6 feet. Flared
wingwalls less than 6 feet long shall not have a joint.
Construction joints shall not extend through the footing. Special attention is required for
construction joints in stepped footings, see Article 11.1.9.
11.8.3 Expansion Joints
Expansion joints shall be defined as interruptions in the concrete placement provided to

allow for movements of the wall and footing due to thermal expansion.
Reinforcement shall never extend through an expansion joint. Expansion joints in walls shall
be provided with a shear key, a Type "E" PVC waterstop, and a layer of joint material
separating the concrete surfaces. The requirements for expansion joints in footings shall be
the same as in walls except that the waterstops will not be required.
11-30 2017
Substructures
The maximum interval for expansion joints shall be 90 feet in all retaining walls and
wingwalls. When an abutment reaches 165 feet in length expansion joints shall be
considered. Expansion joints shall extend through the footing.
The footings on each side of an expansion joint shall be independently designed. For
footings on piles, the pile spacing and edge distance, including distance to the joint, shall
meet all current pile layout and design requirements.
11.9 Drainage
The fill material behind all abutments and walls shall be effectively drained. Weepholes shall
be placed at a maximum spacing of 25 feet. In counterfort walls, there shall be at least one
weephole for each pocket formed by the counterforts. Weepholes shall be located so that
their invert elevation is 6” above finished grade or low water in the case of bridges crossing
waterways. Integral abutments require weepholes when the distance from finished grade to
top of roadway exceeds 10 feet. Weepholes in integral abutments have horizontal placement
and reinforcement requirements. See the current BD-ID sheets for details. Weepholes are
required to be placed only in wingwalls over 40’ in length. Weepholes shall not be placed so
they drain onto sidewalks or shared-use paths. If necessary, an alternate drainage system
shall be used to avoid discharging onto sidewalks or shared-use paths.
2017 11-31
Section 12
Bridge Bearings
12.1 Bearings Types
Bridge bearings transfer superstructure loads to the substructure while also providing for the
thermal movement and rotation of the superstructure. Although many different types of
bridge bearings have been used by the NYSDOT, elastomeric and multi-rotational bearings
are the only types of bridge bearings currently being used on new bridges of short to
moderate length. Major-span bridges require special bearings to handle their extreme loads,
movements, and rotations. These special bearings will not be covered in this section.
12.1.1 Steel Rocker Bearings (Type S.R.)
A steel rocker bearing consists of a pinned joint to accommodate rotation and a rocker to
accommodate longitudinal movement at the expansion end of the structure. At the fixed end,
there is no rocker, as the bearing is rigidly attached to a masonry plate. Steel rocker
bearings do not allow for transverse movement. These bearings were widely used in New
York through the 1970s. Steel rocker bearings have fallen out of favor due to concern
regarding their performance in extreme site conditions (e.g., steep grade) or during a
seismic event. The relatively tall bearings could tip over and cause the superstructure to
drop a considerable distance or, in the worst-case scenario, to fall off of the bridge seat.
Steel rocker bearings also require periodic maintenance to ensure their performance. This
bearing type is no longer used on new bridges.
12.1.2 Steel Sliding Bearings (Type S.S.)
Steel sliding bearings consist of a pinned joint to accommodate rotation and a sliding element
to accommodate longitudinal movement. The sliding element is usually some form of
lubricated bronze plate. Steel sliding bearings do not allow for transverse movements. These
bearings were widely used in NYS through the 1970s. Steel sliding bearings also
require periodic maintenance to ensure their performance. This bearing type is no longer
used on new bridges.
12.1.3 Elastomeric Bearings
The main component of all elastomeric bearings is a neoprene pad that distributes the loads
from the superstructure to the substructure and uses its material flexibility to accommodate the
rotation and longitudinal movement of the superstructure. Elastomeric bearings may use thin
steel laminate reinforcement between the elastomer layers to provide for greater strength, a
steel sole plate to allow attachment to steel superstructures, and may use a steel masonry
plate. Elastomeric bearings perform well during seismic events because of their relatively
large plan dimensions and low height, and the natural dampening effect of the elastomer
material.
Elastomeric bearings require very little maintenance to ensure their performance. This
bearing type is currently being used on new bridges.
2017 12-1
12.1.3.1 Plain Elastomeric Bearings (Type E.P.)
The plain elastomeric bearing is the least expensive bearing system. Due to its relatively low
compressive strength, the plain elastomeric pad is only used under shorter prestressed
concrete NEXT beams, box beams and slab units. Since its longitudinal expansion capacity
is limited, the main function of this bearing is to take up any misalignment of the beams with
the surface of the bridge seat. The expansion bearing is provided with a hole through which a 1
inch diameter anchor dowel is inserted and compressible material is injected. The fixed
bearing is also provided with a hole, through which a 1 inch diameter anchor dowel is
inserted and an approved noncompressible epoxy or grout is placed. In both cases, the
anchor dowel is intended to prevent “walking” of the bearing.
12.1.3.2 Steel Laminated Elastomeric Bearings (Type E.L.)
Longer prestressed concrete box beam and NEXT beam bridges require that the bearings
accommodate higher loads and greater thermal expansions. To increase the longitudinal
movement and rotational capacity of elastomeric bearings while increasing their
compressive strength, thin steel laminate reinforcement is placed between the elastomeric
pads. The greater height of total elastomer allows for more movement, while the steel
load plates prevent excessive bulging of the elastomer. The expansion bearing is
provided with a hole through which a 1 inch diameter anchor dowel is inserted and
compressible material injected. The fixed bearing is also provided with a hole through which
a 1 inch diameter anchor dowel is inserted and an approved noncompressible epoxy or grout
is placed. In both cases, the anchor dowel is intended to prevent “walking” of the bearing.
12.1.3.3 Steel Laminated Elastomeric Bearings with Sole Plate (Type E.B.)
This bearing is to be used with steel girder and prestressed NEBT and I-beam
superstructures. It is identical to the Type E.L. bearing except there is a 1 ½ inch minimum
thickness steel sole plate vulcanized to the top of the bearing. The steel sole plate is welded
or fastened to the beams. This sole plate must be beveled to take up any grade differences
to achieve a level top elastomer surface if the longitudinal grade of the bottom flange is one
percent or more or the required taper is ⅛ inch or more.
Type E.B. bearings are vulcanized to a minimum 1 ½ inch thick steel masonry plate that is
bolted to the substructure. For fixed Type E.B. bearings, a minimum 1 ½ inch diameter pin is
threaded full depth into the masonry plate to prevent the bearing from translating
longitudinally or transversely.
All designs of fixed Elastomeric Bearings with External Load Plates (Type EB) shall include
sufficient anchor pin diameter to handle both shear and bending per the NYSDOT LRFD
Bridge Design Specifications Article 6.7.6.2.1. The MathCAD worksheet for the Design of
Elastomeric Bridge Bearings with External Load Plates Type EB has been updated to
include this requirement and is available for use on the NYSDOT website.
The minimum anchor pin diameter shall be 1½”. The designer should consider structure
wind loads, braking force on the bridge, forces required to compress joints, any opposing
soil pressures, frictional forces of the other bearings and the approach slab if it is required to
move in determining the lateral loads on the pin.
12-2 2017
Bridge Bearings
For fixed Type EB Bearings, the masonry plate thickness shall be a minimum of 1 ½” and equal
to or greater than the required diameter of the anchor pin for pins 1 ½” to 2” in diameter. For
the bearings with an anchor pin larger than 2” in diameter, a 2” thick masonry plate shall be
used. The anchor pin shall be mechanically attached to the masonry plate by fully threading
the pin and hole for the entire thickness of the masonry plate.
The maximum total thickness of elastomer (excluding internal steel plates) for a fixed Type
EB bearing should not exceed 3 inches. If 3 inches of elastomer does not meet the
rotation requirements of a fixed elastomeric bearing, then a multi-rotational bearing
should be considered.
12.1.4 Multi-Rotational Bearings (Type M.R.)
Multi-rotational bearings are generally used in high load situations, or where the thermal
movements are excessive for elastomeric bearings. Multi-rotational bearings consist of a
confined elastomeric element (Pot design) or an unconfined polyether urethane disc (Disc
design) to accommodate rotation, and a sliding element to accommodate movement. The
expansion bearings of this type may be guided, allowing movement in one direction, or
non-guided, allowing movement in any direction.
At locations where large movements are expected or where large sole plates are required,
consideration shall be given to using four bearing stiffeners to better distribute the load
rather than two located at the centerline of bearing. If four stiffeners are used, they shall be
spaced apart at least the width of the stiffener. When using guided expansion bearings on
very wide structures or curved structures, it may be necessary to increase the standard
clearance between the guide bars and the bearing body to accommodate the transverse
movement due to thermal expansion.
The coefficient of friction used for the design of the bearings shall be 5%, whereas the
maximum coefficient of friction specified to the manufacturer is 3%. Multi-rotational bearings
require more regular maintenance to ensure their performance than elastomeric bearings.
This bearing type is currently being used on new bridges.
When shims are required on multi-rotational bearings with a capacity greater than 500 kips,
the minimum shim plate thickness shall be 3⁄16 inch in lieu of the normal ⅛ inch.
12.1.5 Base Isolation Bearings
Base isolation bearings are a type of bearing designed to minimize forces experienced by
the superstructure during an earthquake. In addition to providing the usual functions of a
bearing, base isolation bearings supply a degree of separation or decoupling between the
superstructure and the substructures from horizontal ground motions. This partial decoupling
significantly reduces the energy transmitted to the superstructure during shaking. The
energy that is transmitted is then dissipated slowly through damping.
Base isolation bearings can only be effective when designed and employed as part of a
system that includes both bearings and joints. Designers must ensure that movements
anticipated during a design event can occur without causing unacceptable damage. Base
isolation systems may only be used with prior approval from the DCES.
2017 12-3
12.2 General Design Considerations
12.2.1 Design Method
The provisions of the NYSDOT LRFD Bridge Design Specifications shall be used for the
design of bridge bearings. The design thermal movement for the design of bearings shall be
calculated using Procedure B for bridges with a concrete deck that have concrete or steel
girders and using Procedure A for all other bridge types (see NYSDOT LRFD Bridge Design
Specification Section 3.12). Note: the design thermal movement shall be factored by
1.20, the larger load factor for TU.
Elastomeric bearings shall be designed using Method A (see NYSDOT LRFD Bridge Design
Specification Section 14.7.6).
Final design of multi-rotational bearings shall be done by the bearing fabricator. A partial
preliminary bearing design using tables is done by the bridge designer to size the bearing for
use in design of the sole plate and masonry plate.
12.2.2 Live Load on Bearings
Impact shall not be included in the live load when designing elastomeric bearings. Impact shall
be included in the live load when designing multi-rotational bearings.
12.2.3 Minimum Loads on Bearings
Elastomeric bearings used with steel superstructures have a minimum pressure requirement
due to dead load plus superimposed dead load of 150 psi to ensure the rubber element does
not “walk” out of position. Elastomeric bearings used with prestressed box beams or slab
units do not have a minimum load requirement due to the presence of the anchor dowel.
The minimum load on multi-rotational bearings due to dead load plus superimposed dead
load is 20% of the capacity of the bearing to ensure proper operation of the bearing.
12.2.4 Uplift
Bridges with severe skews, curved girders, or unbalanced continuous spans may experience
uplift of one or more of the beams. The preferred method of resisting uplift is to design a
concrete counterweight over the bearings to weigh down the beam end and provide the
minimum load for the bearing. If it is not possible to design a counterweight heavy enough to
hold the beam end down, other possible solutions include changing the continuous spans to
simple spans, making the uplift end of the beam the fixed end and providing uplift restraints that
allow rotation in any direction, or changing the span or skew arrangement to eliminate the
conditions creating the uplift. Care must be taken in designing uplift restraints that allow
longitudinal movement. Anchor rods embedded in the pedestal passing through slotted holes
in the girder usually do not work well as uplift restraints due to a tendency for the anchor rods
to bind. For specific design requirements for uplift, see the NYSDOT LRFD Bridge Design
Specifications.
12-4 2017
Bridge Bearings
12.2.5 Bearings for Curved Girders
When setting bearings for curved girders, the assumed direction of expansion between points of
support is a straight line chord between the fixed bearing and each expansion bearing along the
continuous curved girder. However, the actual direction of expansion is in two planes. Bearings
need to be designed to accommodate these movements.
Multi-rotational bearings are recommended for superstructures with curved girders at

skewed supports. This superstructure arrangement may apply torsion to the bearings. Multi-
rotational bearings continue to perform well under torsion.
Multi-rotational bearings are also recommended for expansion supports with curved girders
at deck joints. The discontinuity of the deck at the joint reduces the superstructure’s lateral
stiffness. An elastomeric bearing is not laterally stiff and the centripetal forces are greatly
reduced. This may result in a noticeable amount of lateral vibration of the superstructure and
a premature failure of the joint seal.
12.2.6 Bearings on Bridges with Integral and Semi-integral Abutments
Piers on multispan bridges with integral abutments and all substructures on bridges with
semi-integral abutments' shall be designed with expansion bearings. For design of the
bearings, designers shall assume an expansion length based on the expected behavior of
the abutments. If the abutments relative stiffness in the longitudinal direction are balanced
the point of effective fixity would be at the center of the bridge. But, due to the inherent
variability of soil-structure interaction at integral and semi-integral abutments, this balanced
condition is unlikely. Designers may account for this variability by an envelope of effective
fixity in place of a single point. The effective expansion length for the design of the bearings is
then the greatest distance measured from the bearing to the envelope’s limits.
In lieu of more detailed analysis, designers may assume the envelope of effective fixity is
between points at 1/3 and 2/3 the total bridge length.
12.2.7 Bearings for Prestressed Concrete Beams
All new prestressed concrete superstructure designs, except for those using integral
abutments, require elastomeric bearings of sufficient thickness to ensure that the bottom of
the prestressed unit will be above the bridge seat a minimum of ⅝” for box beams and ½” for
slab units. Cement mortar pads shall not be placed under the bearings.
Bearings must be placed perpendicular to the centerline of the unit. The bearing width
must be, at a minimum, half the width of the unit measured perpendicular to the centerline of
the unit.
When the height difference across the width of the bearing due to camber and grade is more
than the limitations set in the design specifications, then a tapered bearing (for adjacent box,
slab units or NEXT beam) or a constant thickness bearing with a tapered sole plate (for Bulb
Tees and AASHTO I-beams) matching the required slope must be used.
When an interior support of a prestressed concrete superstructure utilize continuous for live
load detailing, the ends of both beams shall be supported by a permanent line of bearings.
2017 12-5
12.2.8 Bearings for Link Slabs
The arrangement, design, and detailing of bearings where link slabs are utilized to eliminate
joints is complex. The designer shall contact the Standards Unit for guidance.
12.3 Bearing Selection Criteria

If loads and movement can be accommodated, elastomeric bearings are preferred.
Elastomeric bearings shall have a maximum of ten layers. Multi-rotational bearings are used
when large loads and movements cannot be efficiently accommodated by elastomeric
bearings.
Only one type and size of bearing shall be used for each line of bearings.
Round elastomeric bearings shall be considered for situations where there are sizable
vertical loads or large skews where the use of rectangular bearings would necessitate a
very wide bridge seat or pier cap.
For single span, non-integral structures the fixed bearing shall be set at the low end of
the bridge (the lowest bridge seat). This will reduce some of the stresses on the bearing as
the structure will only expand uphill. Multi-span structures are more complex as fixed
bearing placement will depend upon the number of spans and the shape of the profile. The
first choice should be to place a fixed bearing near the center of the bridge. However,
whenever possible, consideration should be given to forcing the majority of the expansion
movement uphill.
12.4 Protective Coating of Bearings
The steel parts of all bearings, including weathering steel, shall be painted, metalized or
galvanized due to concern for the bearing steel being in contact with water for long periods of
time and the resulting durability concerns with uncoated weathering steel. Painting of the
bearing steel is covered under the NYSDOT Standard Specifications for Construction and
Materials and the cost is included in the bearing items. Painting the bearing’s exposed steel
surfaces is included in the bearing specification. Metalizing or galvanizing the bearing’s exposed
steel surfaces is not included in the bearing specification and must be paid for separately under
the respective coating specification.
12.5 Standard Bearing Designs
Standard bearing design tables included in previous versions of this manual have been
removed. Alternatively, designers are directed to the Mathcad worksheet library on the
NYSDOT Office of Structures website. The Mathcad library includes Mathcad bearing
worksheets that serve as design examples for various bearing types.
12-6 2017
Bridge Bearings
12.6 Rehabilitation Projects
When a designer is evaluating a structure for rehabilitation, replacement of the existing rocker
or slider bearings with maintenance free elastomeric bearings shall be explored.
12.6.1 New Bearings on Existing Pedestals
For bridge rehabilitations where new bearings are to be put on existing pedestals, the
designer shall detail the bearings so that the total bearing system heights will accommodate
the bottom of steel elevations and top of pedestal elevations from the existing as-built plans.
When there are more than 20 bearing replacements in a project, the designer shall include
Item 564.51nnnn, Structural Steel, to pay for any shim plates that may be required due to
differences in pedestal heights between actual field conditions and what is shown in the
contract documents.
To estimate the quantity for this steel, designers should assume that half of the bearings will
require a 1/2" thick shim plate the same length and 1" wider than the sole plate.
The shim plates shall be detailed on the bearing drawings in the contract plans. Include note
157 on the contract plans.
12.6.2 New Bearings on New Pedestals
Shim plates shall not be used on bridge rehabilitation projects with new bearings on new
pedestals. Pedestal elevations shall be detailed based on the proposed bearing height and
the bottom of steel elevations from the existing as-built plans. Include note 156 on the
contract plans.
2017 12-7
Section 13
Approach Details
13.1 Approach Slabs
13.1.1 Purpose
Approach slabs provide a smooth transition between the bridge deck and the highway approach.
The approach slab helps to reduce the "bump" that can be created when the approach fill settles
at the end of the structure. Any excavation and backfill behind an abutment will have settlement
of the fill over time. Approach slabs are designed to act as a concrete slab bridging over the
settlement area. Even with the length determination given below, approach slabs may still be
subject to rotation if the end, not supported by the abutment, settles from traffic loads over time.
Bridges with integral, semi-integral or jointless slab over the backwall abutments shall be detailed
to allow translation (longitudinal sliding) as well as rotation of the approach slabs.
New York State DOT requires approach slabs to be used on all State-owned bridges except for
buried structures. On local bridges the owner has the option of omitting the approach slabs to
reduce the cost of new bridge projects. The owner should expect additional future maintenance
and paving costs as fill areas settle. Local bridges usually have low volumes of high speed traffic
and truck traffic, therefore, the need for approach slabs is reduced. Approach slabs are only
required on local bridge projects for certain types of structures where movement demands them,
such as bridges with integral, semi-integral or jointless over the backwall abutments.
13.1.2 Length Determination

Approach slab length shall be determined by taking 1.5 times the height of the abutment,
measured from the bottom of the footing to top of pavement, and dividing it by the cosine of the
skew angle of the abutment. This length is taken along the station line and then rounded to the
next higher foot. The maximum approach slab length is limited to 25 feet, while the minimum
length allowed is 10 feet. See Section 13.1.4 for length determination with skews greater than
30º. For rehabilitation projects, the minimum length of a new approach slab shall be the depth of
excavation in lieu of the height of the abutment in the computation given above, plus an
additional 5 feet.
13.1.3 Width Determination

The minimum required width of approach slabs used with conventional abutments and joint
systems shall be from the edge of travel lane to far edge of travel lane plus 1 foot on each side.
However, if the bridge is on a superelevated roadway where the crown line is at the edge of the
travel lane, the approach slab is not required to extend beyond the crown line. The design shall
consider having wings in the shoulder areas or widening the entire approach slabs to cover
shoulder areas where paving may be difficult (narrow shoulders) or shoulder settlement may
cause problems (such as integral or semi-integral abutments). When the highway approach has
curbs, the approach slab shall be placed from curb to curb.
2017 13-1
For conventional abutments with U-wingwalls, the distance between the approach slab and the
rear face of the U-wingwall should be a minimum of 4 feet to provide sufficient space for
placement and compaction of shoulder material. If the 4 foot minimum cannot be provided, carry
the approach slab to the rear face of the U-wingwall. A 1” gap filled with two sheets of an
appropriate bond breaker shall be placed between the approach slab and the face of the
U-wingwall to allow the approach slab to move independently of the rigid U-wingwall. Past
experience shows that a single sheet of bond breaker material is not enough separation. On
integral, semi-integral and jointless over the backwall abutments the approach slab shall typically
be full width from face of railing to face of railing when the approaches are straight and flared or
in-line wingwalls are shown. Curved approaches should be dealt with on a case by case basis.
Approach slabs shall extend under any sidewalk on integral, semi-integral and jointless
abutments. See the current approach slab BD sheets for corner details.
U-wingwalls are undesirable on bridges where the approach slabs are expected to move such
as integral or semi-integral abutments and at the expansion end of jointless abutments. If they
are used, the minimum gap between the approach slab and the U-wingwall shall be 2” and filled
with at least two sheets of Premoulded Resilient Joint Filler, Material Subsection 705-07.
Past experience has shown that binding has occurred with smaller gaps damaging both the
wall and slab. See Section 5.2 for additional criteria for jointless decks and Section 11.2.1 for
additional criteria for integral abutments.
13.1.4 Skewed Approach Slabs
For conventional abutments with skews of 30° or less, the end of the approach slab shall
be parallel to the skew. For skews greater than 30°, the end of the approach slab should be
squared off, and the length of the approach slab is measured along the shorter side at the edge
of travel lane. In cases of bridges with large skews and wide bridges that are skewed, the
length of the long edge of the approach slab becomes excessive (greater than 32 ft.). In these
cases the end of the approach slab shall be parallel to the skew.
For integral, semi-integral and jointless slabs over the backwall abutments the end of the
slab shall be parallel to the skew for all skew angles. Details shall include separation of the
slabs, which are expected to move, and fixed objects such as curbs or separate
wingwalls. The designer should consider bridge rotation or racking (moving laterally)
when the deck slab expands longitudinally with temperature when detailing the approach slab.
On curved structures, the end of the approach slabs are typically placed radially.
To simplify construction, the sides of the approach slabs should be on a chord, rather than
on the curve. If the strict interpretation of the above criteria creates excessively wide or long
approach slabs, consideration shall be given to alternative details.
13-2 2017
Approach Details
13.1.5 End of Approach Slab Details
When an approach slab meets a concrete approach pavement, a pressure relief joint/
sleeper slab is required. When an approach slab with a conventional jointed abutment
meets a flexible highway approach pavement, a pressure relief joint/sleeper slab is not
required.
For span length requirements of integral abutments, abutments with jointless details and
details of sleeper slabs see the BD-SA sheets.
Pressure relief joint and sleeper slab lengths are in addition to the approach slab
length calculated in Section 13.1.2.
13.2 Approach Drainage Details
13.2.1 Purpose
Large volumes of water running along the highway approach pavement can result
in unacceptable spread of water on bridge superstructures. If the spread encroaches into
the travel lane, it can cause dangerous hydroplaning. It is important to redirect water that
runs along the highway approach pavement away from the structure and into a controlled
channel to prevent erosion. Also, it is important that water that collects on the bridge be
redirected into a controlled channel for erosion control. Proper handling of approach
drainage will reduce or eliminate the need for scuppers on the bridge. See Section 5.4 for
design criteria for bridge deck drainage. See BD-AD sheets for approach drainage details.
13.2.2 Superstructures with Curbs or Barriers
On the upgrade end of bridges where curbs are used on the approaches a catch basin
(CB) located in front of the curb should be provided. It should be located approximately 10 ft.
from the end of the bridge wingwall or reinforced concrete approach slab, whichever is farther
from the bridge, to collect the highway drainage before it reaches the bridge. Stone curb shall
be used between this point and the bridge.
At the ends of all curbed bridges where curbs are not used on the approaches, a stone
curb transition section shall be installed as indicated on the appropriate BD sheet. Stone lined
gutters shall be provided where required to carry the drainage down the slope of the
embankment.
13.2.3 Superstructures without Curbs or Barriers
No special drainage details are required on the structure or highway approach sections.
2017 13-3
Section 14
Bridge Plan Standards and Communication of Design
14.1 Overview
Historically, the standard method for communicating bridge design information was through
paper plan sheets and reports. These printed products were used for review, approval,
estimating, constructing and documenting the work proposed in a bridge project. Today,
electronic data is gaining importance and in some instances it is replacing paper as the
preferred method for conveying design information.
Electronic data is a broad category of products covering a wide range of uses. These products
include: computer program outputs, 2D and 3D CADD models, and traditional material such as
plans, reports and photos in a digital format. Regardless of how information is transferred, it is of
paramount importance that standard practices are followed for developing and managing this
information at all phases of a project. Standard practices allow for accurate understanding and
efficient use of the information by all parties involved.
This chapter presents standard practices for the preparation of both paper bridge plans and
electronic bridge data. This guidance varies in form from required policy to recommended “best
practices”. Because many of the “best practices” establish guidance where none currently
exists, this information is conveyed in considerable detail.
The Highway Design Manual should be considered a companion document to this chapter.
Plans shall be prepared consistent with the Highway Design Manual and Appendix 14 of the
Project Development Manual to ensure a quality product, legibility and standard electronic data.
Plans shall be prepared to ensure legibility of ledger size copies provided to reviewers during
the project development process and to potential bidders at the time of plan sales.
Design Build Projects
The provisions of this section have been developed to meet the needs of a design-bid-build
project delivery method. For projects utilizing the design-build delivery method, all provisions of
this section shall be followed. If a design builder finds the need for deviating from the
provision(s) of this section, then those deviations shall be clearly stated in the proposals subject
to acceptance by the department.
14.2 Bridge Model Management
14.2.1 General
The increased use and broad acceptance of graphic models as the primary method for both
superstructure and substructure layout, contract plan production and the desire of users
downstream from the design effort to use these models, has led to the development of Bridge
Model Management. This section provides guidelines and standards for the successful use of
Bridge Model Management. Bridge Model Management shall be utilized on all NYSDOT Bridge
projects.
2017 14-1
Within Bridge Model Management, a model is defined as a CADD element or elements that are
drawn to represent a specific component of proposed work or a feature of the existing physical
world. This graphical information is placed in a Microstation model space. A model space is a
sub-file within a Microstation file used to compartmentalize the file. Additionally, a bridge
designer is defined as an individual (engineer or technician) tasked with developing any part of a
proposed bridge’s geometry.
14.2.1.1 CADD File Types
Bridge Model Management aims to standardize the organization of CADD efforts used to
facilitate design, detailing and construction of bridge projects. This organization is achieved by
grouping all CADD work into five categories. Each group is associated with a specific file type.
The five file types are the Bridge Design File, the Bridge Front File, personal work files, bridge
drawing files, and the Bridge Quantity Measurement File. All file types are Microstation “.dgn”
files and are discussed in detail below. Files of all types shall be created from the appropriate
seed file and reside in the proper Projectwise folder for the life of the project. Seed files are
located in the Projectwise Resource Information Folder.
14.2.1.2 Workflow Continuity
All CADD files created for any project development work shall remain active throughout the life
of the project. Drawing and Quantity Measurement Files are developed as a network of
references to the Bridge Design File and the Bridge Front File. Copying and renaming these
files between project milestones breaks these associations.
Therefore, files used for creation of preliminary plans shall be used to produce the final design
plan set and (if necessary) amendment and field revision sheets. Files shall not be copied
and/or renamed. Refer to section 14.9 of this chapter for design phase record plan procedures
and refer to section 14.10 of this chapter for project archiving procedures as it relates to field
revision sheets.
14.2.2 Bridge Design File
The Bridge Design File shall be a single file containing all modeled components of the bridge
design. Modeled components are placed in an appropriately named model space alone, or with
complementary components. The Bridge Design File shall be the only place this information
exists. This provides a single source of data for design, detailing, and estimating. This
eliminates confusion on projects with multiple designers making changes to the same elements
in different models. All groups involved with the project will have direct access to the most
up-to-date information at any time in the bridge project lifecycle, from preliminary design thru
construction.
The Bridge Design File serves several important purposes. It is a complete graphical
representation of the bridge designer’s intentions regarding location-critical components. The file
shall only contain elements of the proposed work for which the bridge designer is principally
responsible and those elements are modeled in their correct coordinate positions. Only
information that meets these requirements shall be placed in the Bridge Design File. Each
bridge in a project shall have its own Bridge Design File.
14-2 2017
Bridge Plan Standards
It is important that all elements of the bridge that are modeled and included in the Bridge Design
File be accurate and complete. A design model that is either inaccurate or incomplete can lead
to confusion or error during construction. Design models shall be independently checked by
graphical methods or through the use of coordinate geometry. The accuracy of the models in
the Bridge Design File must be within a 0.25 inch tolerance.
The Bridge Design File shall include a model space named “[ ] REVIEW”. The Review Model is
an empty model space with all the design models referenced to it. The Review Model of the
Bridge Design File can be referenced to a personal work file, with a nest depth equal to 1, to
quickly see all of the proposed bridgework. The “[ ]” symbol in the model name represents the
empty model space and brings that model to the top of an alphabetical list.
Design models can consist of lines, shapes, solids or layouts. All design models shall be placed
in the correct coordinate space using the State Plane Coordinate System and shall be drawn to
true scale. 2D layout models shall be drawn at elevation zero and 3D line, shape and solid
models shall be drawn at their proposed elevations. When constructing a layout model, such as
a superstructure framing plan, it is important to draw the lines in the correct direction. For
example, a centerline of bearings line shall be drawn from left to right looking up station and a
centerline of beam line shall be drawn in an up station direction. This is so the graphic elements
can be imported into InRoads to create alignments that can be used by Construction
Most modeled bridge components have a corresponding Microstation level. Elements that do
not may be placed on the default level. The list of model spaces in the Bridge Design File will
vary depending on job specifics and designer preferences. Designers can use level controls to
combine several elements into a single model space thereby reducing the total number of model
spaces needed. Alternatively, the designer could create separate model spaces for each
modeled element resulting in a long list of model spaces. What is important is that models are
clearly named so that individuals not familiar with the file can easily find components of interest.
Examples of models that could be included in the Bridge Design File are:
• REVIEW
• APPROACH DRAINAGE
• ARMORLESS JOINTS
• BACKFILL
• BARRIER/ RAILING TRANSITIONS
• BEARINGS
• BEGIN ABUTMENT
• BEGIN ABUTMENT APPROACH SLAB
• END ABUTMENT
• END ABUTMENT APPROACH SLAB
• EXCAVATIONS
• FRAMING PLAN
• MSES WALL
• PREFABRICATED COMPOSITE STRUCTURAL DRAIN
• PIER 1
• SUPERSTRUCTURE SLAB
• UTILITIES ON BRIDGE
As an example, the Bridge Design File for the first bridge in PIN 1234.56 would be named:
123456_fea_brd_70_design.dgn. Note that the file name is specific to a given bridge.
2017 14-3
14.2.3 Bridge Front File
The Bridge Front File shall be a single file containing graphical information that is not the result
of the bridge design effort, but benefits from residing in a centrally located file. Most of the
models in the Bridge Front File can be created early on in a project because the majority of the
information comes from the Site Data Package. This “up-front” work can then be referenced into
other files as needed later on in the project.
The Bridge Front File also provides a place for project information that fails to meet the
requirements for inclusion in the Bridge Design file. Bridge Front File models are existing
structures, existing site features, bridge design elements that are not in the correct coordinate
space or work products that are the responsibility of other groups such as borings and roadway
alignments. Additionally, if a Master Border is used in the drawing files it should be placed in the
Bridge Front File and referenced into the drawings.
Examples of models that could be included in the Front File are:
 BORINGS
 CONTOURS
 CUT/FILL SLOPE LINES
 EXISTING SUBSTRUCTURES
 HORIZONTAL ALIGNMENTS
 MASTER BORDER
 PAVEMENT MARKINGS
 PROFILES
 ROADWAY SECTIONS
As an example, The Bridge Front File for the first bridge in PIN 1234.56 would be named:
123456_fea_brd_70_front.dgn. Note that the file name is specific to a given bridge.
14.2.3.1 Personal Work Files
Because multiple designers cannot work in either the Bridge Design or Bridge Front File
simultaneously, it is a good idea for each person working on a project to have a personal work
file. Personal work files are used to develop models for the Bridge Design or Bridge Front Files,
negating the need to work in those files. After a portion of work on a model is complete, it is
imported into either the Design or Front Files as necessary. The model should then be deleted
from the personal work file. Duplicate models can lead to confusion about correct information.
Additionally the personal work file is used to develop ideas, check for conflicts, and store
alternatives that may not have been selected. Personal work files should also be used for
cutting cross sections, creating surfaces or developing alignments.
Examples of models that could be included in a personal work file are:
• WORK 4-23-08
• BEGIN ABUTMENT W/ INLINE WINGWALLS
• SECTION AT END OF WALL EAL
• CROSS SECTIONS ALONG UNDER ROAD
14-4 2017
As an example, a personal work file for Tom P. Smith working on PIN 1234.56 would be named:
123456_work_tps.dgn. Note that in this case the file name is specific to the person and the
project but not a bridge.
14.2.4 Bridge Drawing Files
The purpose of a bridge drawing file is to generate a single reproducible sheet that can be
placed into the contract documents. Detailers shall reference the appropriate individual models
from the Bridge Design File to show proposed bridgework. Similarly, models from the Bridge
Front File shall be referenced to a drawing file when that information is needed in the drawing.
By doing this the plans always have the most current information as the bridge design evolves.
Drawing files shall never reference models from a personal work file. References to BD sheets
or other files external to the Projectwise folder shall be detached upon completion of the
drawing to avoid errors when the job is archived.
Whenever possible, reference files should be attached coincident with the drawing file. If the
referenced elements are located in the correct state plane coordinates, the details will be as
well. In some cases it is necessary to move or scale a reference file to efficiently layout the
drawing. In such cases, the scale and location of the plan view shall be preserved and the detail
or elevation view shall be modified. If the drawing contains two or more plan views the scale and
location of the first one, taken up-station, shall be preserved. When modifying reference files, to
accommodate placing multiple details on a single sheet, the reference files should not be
rotated.
Drawing files may include an empty model space that references the Review Model of the
Bridge Design File. This model space is called Reference to Review and includes the empty
model space symbol “[ ]” in the name. This model space must use Live Nesting with a nest
depth equal to 1 in order to see the elements of the Bridge Design File. This gives the detailer
easy access to all of the bridge design information. This is particular helpful when detailing a
drawing that includes model references that have been moved or folded from their correct
coordinate location.
Examples of models that could be included in a drawing file are:
• PLOT
• DETAIL
• SECTION A-A
• REINFORCEMENT PLAN
• REFERENCE TO REVIEW
• PATTERNING
Drawing files shall be named in accordance with Appendix 14 of the Project Development
Manual.
2017 14-5
14.2.4.1 Drawings with Hidden Lines
It is not recommended to show all of a solid’s hidden lines in an elevation view. The designer
should consider which hidden lines show important information and include only those hidden
lines. For example, an approach slab notch out in the abutment backwall is necessary to show
as a hidden line so the notch out elevations can be called out. The appearance of solid models
referenced into drawing files is controlled by modifying the reference presentation settings.
Unfortunately, this only allows a designer the option of including all hidden lines or none.
Therefore, it is recommended that hidden lines be turned off in the reference file and be drawn
in the detail model of the drawing file.
14.2.4.2 Drawings with Cross Sections
Cross sections are different than plan view and elevation view drawings, as they are not directly
referencing the design models from the Bridge Design File. The design models are used to
generate sections in a drawing file. Once a section is created from a referenced solid model, the
reference display is turned off. This difference between cross section drawings and other types
of drawings is important to understand, because if the design model changes the section will not
automatically update. The old sections must be deleted and generated again.
14.2.5 Bridge Quantity Measurement File
The intention of the Bridge Quantity Measurement (BQM) file is to provide a single centralized
location for quantity measurements that utilize CADD design models. Any item that is directly
measured using CADD design models must have its own model space, named using the item
number, in the BQM File. This model space is referred to as the “item model”. In general, item
models will be empty with the design models representing the associated work referenced in
from the Bridge Design File.
The individual quantities are measured and then recorded on the quantity workup computation
sheets. The quantity workup computation sheet shows the work-up from the point when
quantities are measured in CADD to the calculation of the item total. When an item is included
in the BQM file, the quantity workup computation sheet must include proper documentation.
Template files and instructions are included in Appendix 14C.
Because the design models are located in the correct state plane coordinates the BQM file has
the additional advantage of allowing the designer to assess the appropriateness of the quantity
by viewing checking references. Checking references are other reference files attached to an
item model, but are then turned off. Viewing these attached models may aid in the
understanding and checking of the quantity computation. In order to reduce the number of
CADD files that need to be transmitted with the BQM file, checking references should be limited
to models in the Bridge Design File or the Bridge Front File. The checking references must be
listed in the documentation for the quantity workup computations sheets. See Appendix 14C for
templates and instructions.
Some bridge share items are not appropriate for measuring using CADD design models and
should not be shown in the BQM File. These include items that were not modeled in the Bridge
Design File or were not modeled in a way that allows for measurement of the quantity. It is up
to the designer’s discretion as to what items are appropriate for inclusion in the BQM file.
14-6 2017
Examples of models that could be included in the BQM File are:
 ITEM 202.19 - Removal of Substructures

 ITEM 203.0801 - Select Granular Fill Slope Protection – Type A
 ITEM 203.21 - Select Structure Fill
 ITEM 206.01 - Structure Excavation
 ITEM 207.16 - Geotextile Bedding
 ITEM 555.08 - Footing Concrete, Class HP
 ITEM 555.09 - Concrete for Structures, Class HP
 ITEM 557.0102 - Superstructure Slab…..
 ITEM 568.70 – Transition Bridge Railing
As an example, the bridge BQM File file for the first bridge in PIN 1234.56 would be named:
123456_est_brd_70_qwk_bqm.dgn. Note that the file is specific to a given bridge.
14.2.6 Three-Dimensional Models
Three-Dimensional (3D) models are very beneficial to bridge design, detailing and estimating
efforts. Some of the benefits include; visualizing alternatives during conceptual design, checking
elevation calculations, creating Plan and Elevation drawings, generating cross sections, and
measuring volumes directly for estimates.
In addition to the benefits 3D models offer the bridge designer, they are an excellent choice to
convey substructure geometry to others involved in the design and construction phases. Solid
models allow the highway designer to detect conflicts between his/her work (drainage, utilities,
etc…) and the proposed substructures. They also allow highway designers to visualize
proposed work for the purpose of evaluating project aesthetics.
Contractors and state Construction personnel have both showed significant interest in using 3D
models in construction activities. Currently, information taken from solid models is used to layout
structure excavations and verify placement of formwork. It is anticipated that as accurate 3D
models become more available, their use in construction will increase.
14.2.6.1 2-D vs. 3-D
At the start of a project the Designer must decide which components of a bridge design shall be
modeled in 3D. Even a designer experienced in 3D modeling needs more time to model a
component in 3D than in 2D. Therefore it is only reasonable to demand that the benefits of
having the 3D model justify the increased effort to create and maintain it.
Unfortunately, the results of this qualitative cost-benefit analysis are not always clear. For
example, novice 3D modelers will initially need to invest more effort to create a 3D model. The
return on this investment may not justify the time spent. In this case, it is acceptable to consider
this period of lost productivity as staff development, provided it is short term. Formal, as well as
on-the-job training is an essential part of transitioning the bridge industry from 2D to 3D
centered design.
Generally, it is recommended that designers look at how the individual models could be used
and pick the simplest form that meets the needs of the design team, Construction and the
contractor.
2017 14-7
14.2.6.2 Substructures
For new and replacement bridge projects, proposed substructures shall be solid modeled in all
cases. For rehabilitation or superstructure replacement projects, designers should consider the
amount of substructure work proposed. Generally, if the backwall is being reconstructed, the
proposed work should be solid modeled. Solid models are not necessary for pedestal
reconstruction alone.
The abutment backwall is usually the most difficult element of the bridge to solid model. In
addition to retaining the approach fill, the backwall must support several different parts of the
bridge and approach roadway. For example, the backwall may need to support a joint system,
an approach slab, a curb placement or a special post plate. This results in an irregular top-of-
backwall geometry that is not easily solid modeled. The top-of-backwall geometry can be
complicated by the elevation differences that occur due to roadway grade. Accounting for
elevation differences between the front and back faces of the backwall is not easy and creates
confusion when detailing the abutment Elevation. This can be further complicated by the effect
of skew on an abutment located within a vertical curve of the roadway profile. In this case the
resulting theoretical top-of-backwall surface is warped within the roadway. Although solid
models can be created that have warped surfaces this is difficult and results in models that
cannot be correctly detailed.
The primary purpose of the solid model is to facilitate the production of the contract plans.
Therefore, top-of-backwall geometry shall be simplified into a set of planes that are oriented
orthogonal to the abutment Elevation. This will produce Elevation drawings that can be easily
detailed, as they will have a single line representing the top-of-backwall. These planes shall be
constructed using elevations calculated at the front face of the backwall at all cross slope breaks
within the roadway section. As mentioned above, for skewed abutments located within a vertical
curve, this simplification will not accurately represent the actual shape of the front face top-of-
backwall. For this case the engineer shall determine the error calculated at the middle of the
plane. If the difference between the elevations found using the highway data and the solid
model is greater than 0.25 inches then additional points of slope break shall be added to the
top-of-backwall. In other words, if describing a section on the top-of-backwall with a single plane
introduces significant error, then that section of the backwall shall be modeled using two or
more planes to more accurately represent the curved surface of the actual substructure.
For substructures that include architectural treatment, it is not necessary to include the
appearance of this treatment in the solid model. Instead it is more useful to model the pay limits
of the treatment as 3D shapes on the face or faces where it is to be applied. These shapes shall
be shown on the drawings and included in the Bridge Quantity Measurement File. For
substructures that include aesthetic recesses, the recesses should be included in the solid
model as they are considered part of the concrete form work and are paid for in the concrete
item. Note that, if a proposed recess/patterning is expected to significantly affect the price of the
concrete item, the patterning should be considered architectural treatment and paid for under
that item.
14-8 2017
14.2.6.3 Superstructures
Rarely will the extensive effort needed to accurately model the superstructure in 3D be justified.
As solid models are used more and the modeling process becomes easier, it is likely that more
of the structure will be modeled in 3D.
Occasionally, approximate superstructure models are needed for the purpose of

developing visualizations. The task of evaluating the aesthetics of a proposed structure usually
occurs early on in the design process. In this case, it is appropriate to approximate dimensions
of the bridge geometry that have not yet been designed. These inexact models have limited
use and should not be placed in the Bridge Design File.
14.2.6.4 Earthwork
For new and replacement bridge projects proposed earthwork shall be modeled in 3D. Having a
complete set of earthwork models is particularly useful in the design of complicated
earthwork such as staged construction of replacement bridges. By generating detailed cross
sections at any location within a project a designer can have a better understanding of what
he or she is proposing. This is done using Microstation to generate sections though the
earthwork and substructure solids and InRoads to drape the existing, proposed and
excavation ground lines from the surface models. This results in an accurate
representation of the proposed work revealing any conflicts or constructability concerns.
Because most earthwork items have their own level, earthwork models can be easily managed
from a few model spaces. A designer might choose to put all excavation models in one
model space and all backfill models in another. The exception to this would be stage
construction. In this case, excavation and backfill model spaces shall be created for each
stage. This will allow earthwork elements to be displayed independently on their proper levels.
14.2.6.4.1 Surface Models
The designer will determine how a given element of earthwork is modeled; as a surface, a solid
or 3D shape. This will depend on what is being modeled and what the model will be used for. In
general, elements whose volume is measured against the existing ground, such as
embankments and excavations, should be surface modeled. Other elements such as
select backfills, slope protection, drainage and wall systems (sheeting, GRSS, T-Wall, MSES)
should be modeled as solids or 3D shapes.
Surface models are created by drawing 3D lines, also known as features, in a model space of
the Bridge Design File. Earthwork models are products of the bridge design effort and therefore
should always be located in the Bridge Design File. The 3D lines can be manually placed or
drawn using an InRoads tool such as Generate Sloped Surface. Each point on a feature line
represents a single ground elevation at that coordinate location. These features can be imported
into an InRoads surface and then triangulated. The triangulated surfaces can then be used to
drape surface data into cross sections generated by Microstation. Triangulated surfaces are
also used for estimating excavation and embankment volumes. Excavation and embankment
feature models are often combined into a few model spaces in the Bridge Design File, but each
triangulated surface should be in their own DTM file, appropriately named and kept in
Projectwise.
2017 14-9
Surfaces are usually constructed from three kinds of features; source features,
transverse features and catch point features. Typically source features are bottom-
of-excavation or shoulder break lines. Source features are the starting point for
generating transverse features that represent slope lines. Both source features and
transverse features should have their point-type set to breakline. Catch point features
represent the intercepts of the transverse features and the original ground surface.
Catch point features are typically the embankment toe or top-of-slope and should have
their point-type set to exterior. Setting the point-type to exterior will prevent InRoads from
triangulating beyond the extent of the data. Placing these three kinds of features on
different levels allows their view to be controlled when they are referenced into drawing
files.
From a workflow perspective, it is helpful to think of the feature model, 3D lines drawn in
the Microstation model space, as the core data and creation of the triangulated
surface a downstream process. In the event that a surface needs updating, the feature
model should be changed and then the triangulated surface recreated by importing the new
feature model into InRoads. This will insure that earthwork elements displayed in drawings
are the same as those used for design and estimating.
14.2.6.4.2 Excavations
An excavation surface is created using the proposed substructure and the existing
or original ground surface. When rock is anticipated in an excavation the designer should
work with the Geotechnical Engineering Bureau or the Geotechnical Engineer to
create an assumed rock surface in the area of the substructure. The assumed rock DTM
file should be appropriately named and kept in Projectwise. The excavation surface is
then created using the proposed substructure, the assumed rock surface and the existing or
original ground surface.
In some cases the proposed excavations will overlap. For example, an excavation
for removal of an existing substructure overlaps the excavation for an adjacent
proposed substructure. In this case, assuming the excavations are to be made
simultaneously, the two excavations should be drawn separately and then combined into
a single feature model. Whenever estimating an excavation that includes an existing
substructure, the volume of the substructure removal must be subtracted out. This is
necessary because the existing ground surface always includes the existing substructures
and removal of existing structures is not paid for under the excavation item.
14.2.6.4.3 Solid and 3D Shape Models
Earthwork modeled as solids and 3D shapes should be simple volumes or areas that represent
the proposed work, not the detailed geometry of the actual installations. For example,
sheeting could be modeled as a vertical slab with a thickness of a few inches. The front face
would locate the sheeting wall. There would be little or no benefit in modeling the actual
geometry of the individual sheet pile sections.
14-10 2017
14.3 Detailing Standards
14.3.1 Bridge Detail (BD) Sheets
Bridge Detail (BD) Sheets are provided to assist in bridge plan standardization. These sheets
serve as a guide in the preparation of the contract plans. They may be accessed in CADD
format through Projectwise or on the NYSDOT website. They can also be accessed in PDF
format through the NYSDOT website.
14.3.2 Title Blocks
Care should be taken to ensure consistency in the Title Blocks of all sheets within a set of
plans, including multiple bridge projects. Most Title Block information is filled out using the Plans
– Plan Sheet Border and/or Plans – Detail Sheet Border interfaces in Projectwise. For an
overview of document attributes, see Section 2.6 in Appendix 14 of the Project Development
Manual. For a complete list of standard Projectwise interfaces, see Section 2.7 in Appendix 14
of the Project Development Manual.
The bridge label featured in the Lower Title Block should be shown like this (format may be
varied because of space constraints):
FEATURE CARRIED
OVER
FEATURE CROSSED
14.3.3 Scales and Scale Bars
Refer to Section 20.9 in Chapter 20 of the Highway Design Manual for a discussion of
scales. Scale bars shall be provided for larger scale drawings that are site oriented such as the
General Plan and Elevation, General Subsurface Profile and earthwork and embankment
plans. Scale bars shall not be shown on roadway profiles.
All details that are drawn proportionally shall be fully dimensioned and shall not display
a numeric scale or scale bar. Any drawings intentionally drawn not to scale shall be labeled
“NOT TO SCALE” and shall be fully dimensioned. Note # 12 of Section 17.3 shall be included
on the General Notes sheet.
2017 14-11
The following are suggested scales (based on B-sized sheets, 11”x17”) to be used by
detailers in the preparation of contract plans:
Table 14-1
Suggested Sheet Scales
14.3.4 Dimension and Table Value Rounding
The following is presented as a guideline to rounding dimensions and table values on the
contract plans:
Concrete Nearest ¼ in
Steel Nearest 1⁄16 in
Reinforcement Length - Bent Bars Nearest ¼ in (rounded down)
Reinforcement Length - Straight Bars Nearest 1 in (rounded down)
Stations Elevations Nearest 0.01 ft
Camber Table Nearest 0.01 ft
Haunch Table Nearest 0.005 ft
Design Load Table Nearest 0.01 ft
Moment Table Nearest 0.01 kip/ft
Shear Table Skew Nearest 1.0 kip-ft
Angle Bearing Nearest 1.0 kips
Azimuth Nearest 1 second
Nearest 1 second
14-12 2017
14.4 Bridge Plan Organization
The bridge plans shall, as closely as possible, follow the order and content specified below.
General Plan and Elevation

Typical Sections
Profiles
Estimate of Quantities and Index of Drawings
General Notes
Boring Location Plan
General Subsurface Profile
Excavation and Embankment
Beginning Abutment Plan and Elevation
Beginning Abutment Details
Pier 1 Plan and Elevation
Pier 1 Details
(Subsequent up-station piers shall be numbered sequentially and shall follow in order)
Ending Abutment Plan and Elevation
Ending Abutment Details
Bearings
Transverse Section
Framing Plan (Bridges with Steel Girders or Spread Prestressed Concrete Beams)
Beam Layout (Bridges with Adjacent Prestressed Beams)
Girder Details (Bridges with Steel Girders)
Beam Details (Bridges with Prestressed Concrete Beams)
Haunch Table
Superstructure Slab
Approach Slabs
Joint System
Barrier (Bridges with Concrete Barrier)
Railing (Bridges with Steel Railing)
Approach Drainage
Miscellaneous Details
Bar Bending Diagrams
Bar Lists
In many cases, several sheets are necessary to clearly portray the drawing’s required content.
This is referred to as a drawing series. The sheets of a drawing series are named by indicating
the sheet number within the sequence and the total number of sheets in that series. For
example, the barrier drawing series includes barrier layout, plans, elevations, sections,
numerous details and notes. The barrier drawing series can require six sheets to completely
describe all associated work. In this case, the first barrier drawing in this series is named
“Barrier (Sheet 1 of 6)”.
Drawings that show work that is not completely detailed within its drawing series needs to
reference the drawing number where that information is shown. When a drawing series portrays
a large continuous view, the view must be split by use of named and labeled match lines.
2017 14-13
For projects with multiple bridges the designer may consider utilizing one drawing series to
portray details for several bridges. Drawing series utilized for multiple bridge projects shall only
be used if the details are exactly the same. An example of a drawing series would be railing
details or miscellaneous details.
Bridge plan drawings are to be numbered in the format “STn-xx”, where “n” is the structure
number and “xx” is the location of the drawing within the set. For contracts containing only one
bridge the structure number “n” may be omitted. For example, the first drawing in a contract with
only one bridge is numbered “ST-01”. Similarly, the first drawing of the first bridge in a contract
with more than one bridge is numbered “ST1-01”.
14.5 Bridge Plan Content
As a guide for both plan preparation and review, a specific checklist of required content has
been provided in Appendix 14A.
Bridge plan drawings shall illustrate project information using feature file references whenever
possible. Attached reference files shall be those created and maintained by the originating work
groups such as Structures Design, Highway Design, Geotechnical, Survey, Photogrammetry or
Consultant. The drawings shall depict elements of the proposed structure by referencing the
Bridge Design File whenever possible. Similarly, the drawings can show site data and other
information from the Bridge Front File by referencing that file.
In general, item numbers shall be shown twice for each set of bridge plans. The first time is in
the Estimate of Quantity Table and then once more where it is appropriate in the plan set. The
description of the item and not the item number can be used elsewhere when needed in the
plan set. Indicating the item number only twice makes it less likely that incorrect item numbers
will be used in different locations in a plan set. The item numbers for pay items with units of
measurement in either volume or area should be listed in a table with pay limits shown in plan
view with only the item name. The item numbers for pay items with units of length should be
listed with a dimension on a plan view or in a detail including the item name and item number.
The following list gives guidance on preparing a drawing or series of drawings for inclusion in
the Bridge Plans:
GENERAL PLAN AND ELEVATION
The intent of this drawing is to convey an overview of the proposed work. It shall contain a plan
view, elevation view and any necessary tables and notes.
TYPICAL SECTIONS
This drawing shall show the bridge section and approach section. If the approach sections are
different at the beginning and end of the bridge, both sections should be shown. Additionally, for
projects with stage construction and/or staged removal, this drawing shall show stage
construction sections for each stage that changes the WZTC on the Bridge. This drawing shall
also include a longitudinal section for bridges composed of three sided structures.
14-14 2017
PROFILE
This drawing shall show the roadway profile and expanded banking diagram of the roadway
carried, all roadways crossing under the bridge and any stream realignment.
ESTIMATE OF QUANTITIES AND INDEX OF DRAWINGS
This drawing shall include the Estimate of Quantities and the Index of Drawings tables. The
Estimate of Quantities table shall be created using the Estimate Wizard program and the
estimate file from Trns-port Estimator. It is not necessary to list all the pay items contained in the
bridge fiscal share in this table. Overhead items such as mobilization, survey and stakeout,
Work Zone Traffic Control, construction signs, etc. do not need to be included.
GENERAL NOTES
This drawing shall include all standard notes from Chapter 17 that pertain to the proposed work.
These standard notes must be checked, and in some cases edited, to insure that they
specifically pertain to the proposed structure.
BORING LOCATION PLAN
This drawing shall show the geotechnical boring hole locations relative to the bridge and will be
provided by the Geotechnical Engineering Bureau or the Geotechnical Engineer.
GENERAL SUBSURFACE PROFILE
This drawing shall show a generalized geotechnical profile at the borings and will be provided
by the Geotechnical Engineering Bureau or the Geotechnical Engineer.
EXCAVATION AND EMBANKMENT
The intent of this drawing is to illustrate all earthwork proposed in the area of the bridge.
This includes excavations, designed excavation support, backfills, embankments,
substructure removals, proprietary wall systems and geosynthetically reinforced soil systems
(GRSS). This drawing shall show sufficient plan views and sections to convey construction
details and pay limits for all bridge earthwork items. The legend of earthwork symbols shall be
shown on the first sheet of the excavation and embankment drawing series and shall show
the earthwork items, where possible. In the case of stage construction, plan views and
sections shall be shown for each stage of construction. In the event that the necessary
substructure removal cannot be completely shown in the plan and section views, the
designer may show separate isometric views of existing substructure with areas of removal
hatched. In this case, it is not necessary to completely detail the existing substructure’s
dimensions and elevations. Only the dimensions and elevations necessary to perform the
substructure removal should be shown.
ABUTMENT/PIER PLAN AND ELEVATION
The intent of this drawing is to locate and detail concrete dimensions of a single substructure. It
shall contain a plan view, elevation view and any necessary tables and notes. All
substructure elevation views except the begin abutment shall be taken looking up station.
2017 14-15
ABUTMENT/PIER DETAILS
The intent of this drawing is to provide all details necessary to construct the substructure
not shown on the Plan and Elevation drawing. When two or more substructures share an
identical detail the detail may be shown only on the first substructure drawing and then
referred to later by note. The designer shall ensure that the drawing includes enough sections
to clearly define where all reinforcement is located.
When barlists are provided in the plans, the drawings shall include pile layout, reinforcement
plans, reinforcement elevations, sections, details, and any necessary tables and notes.
When barlists are not provided in the plans, the drawings shall include pile layout, reinforcement
plans needed to show design intent, reinforcement sections, details, and any necessary
tables and notes. The intent for a no barlist project is for the designer to include enough
information for the contractor to create reinforcement shop drawings.
Bar marks are always required in the plans. Bar marks for no-barlist projects include the size of
bar, structural unit the bar originates in, and whether the bar is plain, epoxy coated
(E), galvanized (G), or stainless steel (S). A bar number is not provided for no barlist projects.
BEARINGS
This drawing shall include all information required for the bearing manufacturer to produce
the proposed bearings. If the bearings consist of plain rubber pads or elastomeric bearings
without masonry plates, as used with prestressed box beams and slab units, then they can be
detailed on the Beam Details drawings.
TRANSVERSE SECTION
This drawing shall show the transverse section and the diaphragm details. Diaphragm details
should be shown in a separate detail but may also be shown in the transverse section as an
example. A fascia detail should also be provided.
FRAMING PLAN (steel and spread prestressed concrete superstructures)
This drawing shall show a plan view line drawing representation of the girders or beams and
cross frames.
BEAM LAYOUT (adjacent prestressed concrete superstructures)
This drawing shall show a plan view representation of the proposed beams.
GIRDER DETAILS (steel superstructures)
The intent of this drawing is to provide all details necessary to fabricate the girders that are not
shown in the framing plan. This drawing shall include girder elevation, girder sections,
miscellaneous steel details, camber table, camber diagram, moment and shear table combined
for both HL-93 and NYSDOT design permit vehicle, design load table, field splice details, and
necessary notes.
14-16 2017
BEAM DETAILS (prestressed concrete superstructures)
The intent of this drawing is to provide all details necessary to fabricate the prestressed beams
that are not shown in the framing plan or beam layout. This drawing shall include beam plan,
beam reinforcement plan, beam reinforcement elevation, beam sections, end block
reinforcement detail, design load table; beam reinforcement table and bar bending
diagrams, miscellaneous prestressed beam details, camber table, design load table and
necessary notes.
HAUNCH/SLAB THICKNESS TABLES
This drawing shall include the haunch table and haunch details for steel and spread prestressed
concrete superstructures and a slab thickness table for adjacent prestressed
concrete superstructures.
SUPERSTRUCTURE PLAN
This drawing shall include the slab reinforcement plan, end section, structural slab optional
forming systems, and miscellaneous slab details.
APPROACH SLAB
This drawing shall include the slab reinforcement plan, end section, and miscellaneous slab
details.
JOINT SYSTEM
The intent of this drawing is to show all information required for the joint manufacturer
to produce, and the Contractor to install the joint system. This drawing shall include the joint
plan, sections and table.
BARRIER
This drawing shall include enough detail so that the contractor can construct the proposed
barrier. This drawing shall include the barrier layout, transition plan, transition elevation,
transition details, sections, barrier details, pedestrian fencing, snow fencing and necessary
notes. These details can mostly be assembled from the Bridge Detail sheets. These standard
details must be checked, and where necessary, modified to insure that they specifically pertain
to the proposed structure.
RAILING
This drawing shall include enough detail so that railing manufacturer can produce and the
contractor can install the proposed railing. This drawing shall include the railing layout, transition
plan, transition elevation, transition details, sections, railing details, pedestrian fencing, snow
fencing and necessary notes. These details can mostly be assembled from the Bridge Detail
sheets. These standard details must be checked, and where necessary, modified to insure that
they specifically pertain to the proposed structure.
2017 14-17
APPROACH DRAINAGE
This drawing should include drainage plan, sections and all necessary details assembled from
the Bridge Detail sheets.
MISCELLANEOUS DETAILS
This drawing should include all necessary details that have not otherwise been included in the
contract plans.
BAR BENDING DIAGRAMS
This drawing depicts all standard bar bending shapes.
BAR LIST(S)
These drawings show the number, size, shape and mass of the reinforcing bars used in
the project. Bar lists for deck slabs, approach slabs and concrete barrier shall be included
even though the reinforcement bars for these items are not paid-for separately.
14.6 Professional Engineer Stamping
Every construction plan sheet and field change sheet must bear the seal and signature of
the professional responsible for its production. Professionals sealing a design work shall
place supporting material in the project file, in accordance with the requirements of 8NYCRR
§29.3a3, and will have access to the file for a minimum of six years. The supporting material
may include, but is not limited to; drawings, specifications, reports, calculations and references
to applicable codes and standards.
14.7 Resolving Reviewer Comments
Designers shall resolve reviewer comments within a reasonable time from receiving them.
Comments that are agreed to shall be incorporated into the plans. Comments that are not
agreed to require the designer to respond to the reviewer in writing as to why the comment was
not incorporated into the plans.
14-18 2017
14.8 Amendments and Field Revisions
Occasionally after the bridge plans are incorporated into the PS&E submittal, it is necessary to
change information shown on the original plans. Formal alteration of the plans by addition,
deletion or substitution of plan sheets is done through amendment and field revision.
An Amendment is issued when changes are needed to sheet(s) prior to the amendment
deadline. If changed sheets cannot be issued before the amendment deadline, changes are
made by field revision.
When an Amendment sheet is needed the designer should classify the extent of the change as
either extensive or minor as the amendment deadline varies with the magnitude of the change.
To determine the amendment deadline consult the Construction Contract Letting Schedule
published by Program and Project Management Bureau. Additional information and
departmental requirements for amendment sheets can be found in Section 21.10 of the Highway
Design Manual.
Bridge plan field revision sheets will be one of three types; Field Change Sheets, Major
Changes to Professionally Sealed Contract Plans or Minor Changes to Professionally Sealed
Contract Plans.
The first type, Field Change Sheets, is used when a major change in project scope, limits or
cost occurs, requiring regulatory and/or programmatic approvals. Field Change Sheets must be
sealed by the licensed professional that was responsible for their production. Field Change
Sheets affecting a bridge structure must be approved by the DCES.
The second type of field revision sheet, Major Changes to Professionally Sealed Contract Plans,
is used when a change requires a significant departure from the original design. These field
revision sheets require sealing and signing by the original designer or by another licensed
professional familiar with the original design. Sealing and signing must occur prior to proceeding
with the revised work. Major Changes to Professionally Sealed Contract Plans affecting a bridge
structure must be approved by the DCES.
The third type of field revision sheet, Minor Changes to Professionally Sealed Contract Plans, is
used when only minor design changes are needed. New or altered plan sheets for minor
changes do not necessarily have to be sealed and signed prior to implementation of the
approved change. These Minor changes can be made by licensed professionals in the
Construction Group without formal review.
Additional Information and requirements for production of field revision sheets can be found in
the Manual of Uniform Record Keeping (MURK) Part 1A Contract Administration Manual (CAM)
Revision No. 2, Section 91. Refer to section 14.2.1.2 of this chapter for Bridge Model
Management workflow as it relates to production of amendment and/or field revision sheets.
2017 14-19
14.9 Design Phase Record Plan Sets
At each project milestone the designer shall create a PDF copy of the entire plan set along with
any supporting documentation such as notes, preliminary estimate worksheet, estimate of
quantities and Structure Justification Report. PDF plan sets should be made at a 400 x
400 resolution. At a minimum, PDF plan sets should be made at the following milestones:
 Advanced Preliminary Plans

 Signed Preliminary Plans
 Advanced Detail Plans
 PS&E Plans.
For example, the Advanced Preliminary Plans for the first bridge in PIN 1234.56 submitted for
review on May 9, 2008, would be named: 123456_cpb_70_plans_05-09-2008.pdf. The
description field should be filled in with the bridge name and type of review, such as “Rte 4 over
CSX - Advanced Preliminary Plans”. All PDF plans shall be kept in the Projectwise job folder.
14.10 Project Archiving
Sometime after Project Acceptance and prior to a job being removed from the NYSDOT folder
on Projectwise, projects are archived by the Regional Data Manager. This archive is done for all
projects and preserves the CADD files for possible future use as they are at Project
Acceptance.
In the event that a project requires bridge amendment or field revision work, the designer shall
request the Regional Data Manager perform an As-let archive of the job folder, prior to starting
any amendment or field revision work. Once the designer has confirmed the archive, the original
CADD files shall be modified as necessary to accommodate the needed field change work.
14.11 Electronic Data Transfer
Bridge quantity workups along with the Bridge Quantity Measurement File shall be provided to
the region as part of the PS&E package. This information will be given as supplemental
information to bidders. For further guidance regarding electronic data transfer to Contractors
refer to Chapter 20 of the Highway Design Manual.
Upon request, the Regional Office will provide Contractors copies of project CADD information
in Microstation DGN and InRoads DTM and ALG formats. For bridge projects this CADD
information in Microstation DGN format will include all documents containing contract plan
sheets and their associated reference documents (cpb and fea document categories). This
includes the Bridge Design File, the Bridge Front File, all drawing files and the Bridge Alignment
File.
14-20 2017
Appendix 14A
Contract Plan Review Checklist
The following is a checklist of items that are, at a minimum, to be shown on the contract
plans for new structures, if applicable. Special situations may require details in addition to
those listed. It is the responsibility of the designer to provide the details that will allow the
contractor to complete the project as intended. Superstructure replacement projects should
use this checklist, which may need to be modified on a specific project basis.
In general, item numbers shall be shown twice for each set of bridge plans. The first time is
in the Estimate of Quantity Table and then once more where it is appropriate in the plan set.
The description of the item and not the item number can be used elsewhere when needed in
the plan set. Indicating the item number only twice makes it less likely that incorrect item
numbers will be used in different locations in a plan set.
Item numbers are required only where specifically stated in the checklist. Where limits of a
specific item are called off in the checklist, use the item name only. Do not list the item
number.
GENERAL PLAN AND ELEVATION
PLAN
☐ Scale Bar
☐ Oriented with over road up station to the right and centerline at horizontal, if possible
☐ North arrow
☐ Baseline
☐ Station line and Horizontal Control Line (HCL) with azimuths of tangents
☐ PC, PT, TS, ST, SC and CS for station lines on curved alignment within the scope of
the plan
☐ Table of horizontal curve data of curved alignment
☐ Location of the Theoretical Grade Line (TGL)
☐ Equality stations for intersection of over road and under road, stream or tracks below
☐ Existing substructure and superstructure from existing plans or field survey
☐ Traffic direction on track or highway (i.e., to Syracuse ➩)
☐ Skew angle structure makes with station line for tangent structures; azimuth of
substructures for curved alignments
☐ Centerline of bearing stations and azimuths
☐ Location of point of minimum vertical clearance
☐ Actual minimum horizontal clearances
☐ Span lengths and out-to-out bridge width
☐ Lane, shoulder and mall widths for approaches
☐ Limits and type of slope protection
☐ Approach drainage details (gutters/catch basins)
2017 14A-1
☐ Location of utilities on and off the structure

☐ Location of lighting appurtenances
☐ Sign location if supported on structure
☐ Guide rail/traffic barrier/screening location and type
☐ Section marks for Elevation View
☐ Temporary detour details (if in vicinity of structure) including centerline of alignment
and width
☐ Direction of river/stream flow
☐ Stations of stone filling parallel to stream and roadway
☐ Bridge begins and ends stations
☐ Length of reinforced concrete approach slab
☐ Approach pavement begins and ends stations
☐ Scupper location and type
☐ Limits of all toe of slopes
☐ Berm location and width
☐ Wingwall angles
☐ Proposed and existing ROW lines
ELEVATION
☐ Scale Bar
☐ Approximate existing ground line
☐ Datum elevation line
☐ Slopes of embankments and type of slope protection
☐ Bottom of footing elevations on spread on earth or pile footings
☐ Top of footing elevations and minimum depth of footing if founded on rock
☐ Aesthetic treatments
☐ Guide rail/traffic barrier/screening
☐ Existing and/or proposed utilities
☐ Section under roadway
☐ ℄, station line, HCL, TGL and point of rotation of under roadway
☐ Cross slopes of under roadway
☐ Actual minimum horizontal clearance
☐ Actual minimum vertical clearance over travel lane, usable shoulder, or railroad track
☐ Type and thickness of slope protection
☐ Berm location and width
☐ Stream section; bottom angle width and elevations or reconstruction section
☐ Design High Water (DHW) elevation at ℄ structure
☐ Actual minimum freeboard over DHW
☐ Navigation lights
☐ Track dimensions if railroad is involved
☐ Label expansion and fixed bearings at piers and abutments
☐ Pile type and location
☐ Finished ground line
14A-2 2017
MISCELLANEOUS
☐ Load Rating Table (LRFR and LFD or ASD)

☐ Hydraulic Data Table
☐ Curve Data Table
☐ Electrical Safety Note
☐ Temporary Structure Design Live Load Note
☐ Design Data Table (Three Sided Structures)
☐ Geotechnical Design Data Table (Three Sided Structures)
☐ Assumed Footing Loads Table (Three Sided Structures)
TYPICAL SECTIONS
BRIDGE SECTION
☐ Oriented looking up station

☐ Widths and cross slopes of pavement
☐ Width and cross slope of sidewalk
☐ Median width
☐ ℄ station line, HCL, TGL and point of rotation
☐ Slab thickness, wearing surface type and thickness
☐ Railing/barrier/screening
☐ Curb type and height
☐ If steel composite superstructure, show steel shear studs
☐ If steel superstructure, show girders and spacing
☐ If prestressed superstructure, show box beams, slab units, bulb tees, NEXT beams,
or I-beams
☐ If steel or prestressed bulb tee or I-beam superstructure, indicate dimension from
centerline of fascia stringer to edge of slab
☐ If prestressed box beam or slab unit superstructure, indicate dimension from edge of
fascia beam to edge of wearing surface.
☐ Utilities
☐ Configuration of top of pier
APPROACH SECTIONS
☐ Pavement, curb, sidewalk and shoulder widths

☐ Slab thickness
☐ Cross slopes
☐ Transitions (If required)
☐ Median widths and railing/barrier
☐ Transition guide rail and dimensions
☐ ℄, station line, HCL, TGL and point of rotation
☐ Appropriate ditch details
2017 14A-3
☐ Embankment and/or cut slopes

☐ U-walls
(Typical Highway Section is not required in final plan set.)
STAGE CONSTRUCTION SECTION
☐ Existing and proposed sections for each stage

☐ Identify removal (dashed) and new construction
☐ Temporary (dashed) and permanent railing or barriers
☐ Temporary lane widths, sidewalks and shoulders/offsets
☐ Cross slopes may be omitted due to space constraints
☐ Concrete closure placement location and width
☐ Horizontal relationship of cut and build lines to ℄ or HCL
☐ Vertical relationship between existing and proposed must be shown accurately
☐ ℄ or HCL, station line, TGL, and point of rotation
☐ Any required temporary support
☐ A Staging Plan View may be needed to convey staging strategy
LONGITUDINAL SECTION FOR CULVERTS/THREE SIDED STRUCTURES
☐ ℄, station line, HCL, TGL and point of rotation

☐ Curb types, guide rail and dimensions
☐ Widths and cross slopes of pavement and sidewalk
☐ Pavement and shoulder types
☐ Earth cover
☐ Slope of invert and top of structure
☐ Direction of flow
☐ Utilities
☐ Cutoff wall
☐ Invert and headwall elevations
☐ Apron type, depth and length
☐ Foundation details
☐ Wingwall Data Table
☐ Additional requirements may be found in Section 19.6.1 of the Highway Design
Manual
14A-4 2017
PROFILES
ROADWAY PROFILE
☐ PVI station, elevation, middle ordinate and sight distance

☐ Show grade lines and percentage grade
☐ Length of vertical curves
☐ Theoretical Grade Line (T.G.L.)
☐ Show proposed structure
☐ Show existing ground line
☐ Show existing and proposed T.G.L. elevations given at station line increments
☐ Banking diagram (See figure 2.9 or 2.10)
☐ Show expanded banking diagram if significant variance in cross slope occurs
EXPANDED BANKING DIAGRAM
☐ Stations should increase from bottom to top

☐ Show lanes and shoulders
☐ Stations at normal crown, high side level, reverse crown and full bank
☐ Stations at ℄ bearings and end of approach slabs
☐ ℄ or HCL, TGL and point of rotation
ESTIMATE OF QUANTITIES TABLE AND INDEX OF DRAWINGS
ESTIMATE OF QUANTITIES TABLE
☐ Item number
☐ Description of item
☐ Units of measurement
☐ Engineer’s estimate
☐ Space for final quantity
INDEX OF DRAWINGS
☐ Sheet number
☐ Drawing number
☐ Description
2017 14A-5
GENERAL NOTES
GENERAL NOTES
☐ Applicable general notes

☐ Applicable substructure notes
☐ Applicable superstructure notes
☐ Prestressed concrete notes
☐ Conservation notes
☐ Foundation notes
☐ Special requirement notes
☐ Railroad maintenance notes
☐ Construction procedure for unusual conditions
☐ Notes for removing existing substructure and superstructure
EXCAVATION AND EMBANKMENT
MISCELLANEOUS
☐ Legend of earthwork symbols used on the drawing with item numbers

☐ Embankment notes
PLAN
☐ Scale Bar
☐ North arrow
☐ Centerline bearing stations
☐ Station line
☐ Outline of new and existing substructures
☐ Limits of removal items
☐ Limits of earthwork items
☐ Limits of prefabricated composite structural drain
☐ Limits of cofferdams (if required)
☐ Limits of excavation support system (if required)
☐ Location of underground utilities
☐ A separate plan view for each stage of construction
SECTIONS
☐ New and existing substructures

☐ Bottom of footing elevations, or if spread footings on rock, top of footing elevations
☐ Limits of removal items
☐ Limits of earthwork items
☐ Any sections required to clarify any complicated or overlapping removal or earthwork
limits
14A-6 2017
☐ Prefabricated composite structural drain or integral abutment drain

☐ Weep holes
☐ Approximate existing ground
EXCAVATION SUPPORT SYSTEM
☐ See appropriate Bridge Detail (BD) sheets
MECHANICALLY STABILIZED EARTH SYSTEM (MSES)
☐ See appropriate Bridge Detail (BD) sheets
ABUTMENT PLAN AND ELEVATION
MISCELLANEOUS
☐ Concrete Table of placement numbers, item numbers and volume estimates

☐ See Foundation Design Report (FDR) or Geotechnical Engineer for appropriate
notes.
PLAN
☐ North arrow
☐ Outline of the abutment and wingwalls (Show suspended backwall as dashed lines
for semi-integral abutments)
☐ Station line
☐ Tangent azimuth of station line at the centerline of bearings
☐ Centerline of bearing station, and Bridge Begins or Ends station
☐ Azimuth of centerline of bearings
☐ Skew angle
☐ Azimuth of stringers or angle stringers make with centerline of bearings
☐ Center to center spacing of the centerline of the beams measured perpendicular to
the beam azimuth
☐ Center to center spacing of the centerline of the beams measured along the
centerline of bearings azimuth and tied to a working line
☐ Girders/beams numbered
☐ Pedestal widths and anchor bolt location
☐ Waterstops labeled
☐ All dimensions and angles required to construct the abutment and wingwalls tied to
the centerline of bearings and station line
☐ Expansion, construction or contraction joints labeled and tied down to working line
☐ High point on backwall dimension tied to working line
☐ Wash requirements of bridge seat
2017 14A-7
ELEVATION
☐ Outline of abutment and wingwalls (Show suspended backwall as dashed lines for
semi-integral abutments)
☐ Indicate concrete placement number
☐ Weep holes (if required)
☐ Sleeve openings for utilities (if required)
☐ High point on backwall elevation
☐ All elevations required to construct the abutment and wingwalls
☐ Finished ground line in front of abutment including elevations
ABUTMENT DETAILS (when barlists are provided in the plans)
PILE LAYOUT
☐ North arrow
☐ Any notes required from the FDR or Geotechnical Engineer
☐ Outline of footing plan
☐ Station of intersection of the centerline of bearings and station line
☐ Tie the pile spacing to the intersection of the centerline of bearings and station line
☐ Show pile batter and location of battered piles
☐ Splice detail
☐ Reinforced tip for steel piles detail
☐ Reinforcement details for concrete piles
☐ Estimated pile length
☐ Pile cut off elevation
☐ Number all piles and include table for actual driven length
☐ Pile item number
FOOTING REINFORCEMENT PLAN (Omit for integral abutments)
☐ Outline of footing
☐ All applicable bar marks of all bars totally contained in or originating in the footing
☐ Cover to exposed faces (if different from standard cover note)
☐ Lap lengths
☐ Indicate if a bar is lapped to a bar with a different bar mark
☐ Spacing of reinforcement tied down to an exposed face
STEM AND LOWER WINGWALL REINFORCEMENT PLAN
☐ Outline of stem and lower wingwalls (Include dashed outlines of piles and partial
dashed outlines of girders/beams for integral abutments)
☐ All applicable bar marks of all bars totally contained in the stem and lower wingwall
except bars extending into the pedestal (lower wingwall bars in flared wingwalls are
normally omitted and referenced to the wingwall reinforcement elevation)
☐ Lap lengths
14A-8 2017
☐ Indicate if a bar is lapped to another bar with a different bar mark

BACKWALL AND UPPER WINGWALL REINFORCEMENT PLAN
☐ Outline of backwall and upper wingwalls (Include partial outlines of girders/beams for
integral abutments)
☐ All applicable bar marks of all bars totally contained in or originating in the backwall
and wingwall (upper wingwall bars in flared wingwalls are normally omitted and
referenced to the wingwall reinforcement elevation)
☐ If the bridge has concrete barriers, add note: Barrier bars originating in u-wingwalls
not shown, refer to barrier reinforcement plans.
☐ Lap lengths
☐ Header and approach slab blockout for bridges with joint systems
HEADER REINFORCEMENT PLAN
☐ Outline of header
☐ All applicable bar marks of all bars totally contained in the header
☐ Lap lengths
ABUTMENT AND WINGWALL REINFORCEMENT ELEVATION (integral abutments only)
☐ Outline of abutment and wingwalls

☐ All applicable bar marks of all bars totally contained or originating in the abutment
and wingwalls that can’t be called out in the plan views. Usually this consists of
horizontal reinforcement bars that can’t be called out with clarity in the plan views.
☐ Lap lengths
WINGWALL REINFORCEMENT ELEVATIONS (flared wingwalls only)
☐ Outline of wingwalls
☐ All applicable bar marks of all bars totally contained in the wingwalls
☐ Lap lengths
2017 14A-9
ABUTMENT AND WINGWALL SECTIONS
☐ Outline of abutment and wingwalls at section. (Include superstructure slab and

approach slab at section for integral abutments. Include outline of suspended
backwall (dashed lines) at abutment section for semi-integral abutments)
☐ Indicate concrete placement numbers
☐ All applicable bar marks
☐ Lap lengths
☐ Bottom and top of footing elevations (if footing shown)
☐ Pile size and type (if on piles)
☐ Pile cutoff elevation (if on piles)
☐ Weep hole location
PEDESTAL DETAILS
☐ Outline of pedestal
☐ Embedment length of bars
☐ Pedestal Elevation
☐ Pedestal Hoop Table
ANCHOR BOLT LAYOUT
☐ Outline of masonry plate
☐ Label anchor bolts
☐ Centerline of bearings
☐ Chamfer shown and dimensioned
☐ Centerline of beam
☐ All dimensions necessary to set the anchor bolts tied to the centerline of bearings
and the centerline of girder/beam
14A-10 2017
SUSPENDED BACKWALL REINFORCEMENT PLAN (semi-integral only)
☐ North arrow
☐ Outline of suspended backwall along with partial outlines of approach slab,
superstructure slab, girders or beams and wingwalls
☐ Station line
☐ All dimensions and angles required to construct the backwall tied to the centerline of
bearings and station line
☐ Centerline of bearing station, and Bridge Begins or Bridge Ends station
☐ All applicable bar marks of all bars totally contained in or originating in the backwall
☐ Lap lengths
SUSPENDED BACKWALL REINFORCEMENT ELEVATION (semi-integral only)
☐ Outline of backwall
☐ All applicable bar marks of all bars totally contained or originating in the suspended
backwall that can’t be called out in the plan view. Usually this consists of horizontal
reinforcement bars that can’t be called out with clarity in the plan view.
☐ Lap lengths
ABUTMENT SECTION (semi-integral only)
☐ Outline of abutment should include partials of superstructure slab, approach slab,

girders or beams and bearings at section
☐ All applicable bar marks totally contained or originating in the suspended backwall
and superstructure slab only
☐ Lap lengths
☐ Limits of longitudinal sawcut grooving for superstructure slab
MISCELLANEOUS
☐ Sections at abutment/wingwall corners (semi-integral only)

☐ Joint recess detail (semi-integral only)
☐ Abutment construction procedure (integral and semi-integral only)
2017 14A-11
ABUTMENT DETAILS (when barlists are not provided in the plans)
Note that when barlists are not provided in the plans, bar marks consist of the size of bar,
structural unit the bar originates in, and whether the bar is plain, epoxy coated (E),
galvanized (G), or stainless steel (S). A bar number is not provided.
PILE LAYOUT
☐ North arrow
☐ Any notes required from the FDR or Geotechnical Engineer
☐ Splice detail
☐ Reinforced tip for steel piles detail
☐ Reinforcement details for concrete piles
☐ Estimated pile length
☐ Number all piles and include table for actual driven length
REINFORCEMENT PLAN
☐ Provide corner details where needed
ABUTMENT AND WINGWALL SECTIONS
☐ Outline of abutment and wingwalls at section. (Include superstructure slab and

approach slab at section for integral abutments. Include outline of suspended
backwall (dashed lines) at abutment section for semi-integral abutments)
☐ Provide a Table with required lap lengths for each bar size or location
☐ Bottom and top of footing elevations (if footing shown)
☐ Pile size and type (if on piles)
☐ Pile cutoff elevation (if on piles)
☐ Weep hole location
14A-12 2017
ABUTMENT SECTION (semi-integral only)
☐ Outline of abutment should include partials of superstructure slab, approach slab,

girders or beams and bearings at section
☐ All applicable bar marks totally contained or originating in the suspended backwall
and superstructure slab only
☐ Limits of longitudinal sawcut grooving for superstructure slab
PEDESTAL DETAILS
☐ Pedestal Elevation
ANCHOR BOLT LAYOUT
☐ Label anchor bolts
and the centerline of girder/beam
MISCELLANEOUS
☐ Sections at abutment/wingwall corners (semi-integral only)

☐ Joint recess detail (semi-integral only)
☐ Abutment construction procedure (integral and semi-integral only)
2017 14A-13
PIER PLAN AND ELEVATION

MISCELLANEOUS
☐ Concrete Table of placement numbers, item numbers and volume estimates

☐ See Foundation Design Report (FDR) or Geotechnical Engineer for appropriate
notes.
PLAN
☐ North arrow
☐ Outline of the pier
☐ Station line
☐ Centerline of bearing station
☐ Skew angle
☐ Azimuth of stringers or angle stringers make with centerline of bearings
☐ Center to center spacing of the centerline of the beams measured perpendicular to
the beam azimuth
☐ Center to center spacing of the centerline of the beams measured along the
centerline of bearings azimuth and tied to a working line
☐ Girders/beams numbered
☐ Pedestal widths
☐ All dimensions required to construct the pier tied to the centerline of bearings and
station line
☐ Anchor bolt location
☐ Wash requirements of pier cap
ELEVATION
☐ Outline of the pier

☐ Column spacing
☐ All elevations and dimensions required to construct the pier
SECTION OR END ELEVATION
☐ Outline of section or end of pier elevation

☐ All elevations and dimensions required to construct the pier
☐ Keyway between footing and column/plinth/pier stem
14A-14 2017
PIER DETAILS (when barlists are provided in the plans)
Note that when barlists are not provided in the plans, bar marks consist of the size of bar,
structural unit the bar originates in, and whether the bar is plain, epoxy coated (E),
galvanized (G), or stainless steel (S). A bar number is not provided.
PILE LAYOUT
☐ North arrow
☐ Splice detail (if not shown on abutment sheets, otherwise reference where detail is
located)
☐ Reinforced tip for steel piles detail (if not shown on abutment sheets, otherwise
reference where detail is located) (per FDR or Geotechnical Engineer)
☐ Reinforcement details for concrete piles (if not shown on abutment sheets, otherwise
reference where detail is located)
☐ Any note required from the FDR or Geotechnical Engineer
☐ Estimated pile length (per FDR or Geotechnical Engineer)
☐ Number all piles and include table for actual driven length (per FDR or Geotechnical
Engineer)
FOOTING REINFORCEMENT PLAN
☐ Outline of footing
☐ All applicable bar marks of all bars totally contained in or originating in the footing
☐ Lap lengths
☐ Indicate if a bar is lapped to a bar with a different bar mark
PIER REINFORCEMENT ELEVATION
☐ Outline of pier
☐ All applicable bar marks of all bars totally contained in or originating in the pier
except the bars extending into the pedestals
☐ Lap lengths
☐ Separate Cap Beam Reinforcement Elevation may be required for clarity.
2017 14A-15
PIER REINFORCEMENT SECTION
☐ Outline of pier section

☐ Lap lengths
SECTIONS (plinth, columns, caps, etc.)
☐ Outline of all required sections
☐ Lap lengths
PEDESTAL DETAILS
☐ Cover to exposed face (if different from standard cover note)
☐ Pedestal elevation
ANCHOR BOLT LAYOUT
☐ Label Anchor bolts
☐ Wash of pier top
and the centerline of beam
MISCELLANEOUS
☐ Welded splice details for spiral reinforcement

☐ Chamfer detail
14A-16 2017
PIER DETAILS (when barlists are not provided in the plans)
PILE LAYOUT
☐ North arrow
☐ Splice detail (if not shown on abutment sheets, otherwise reference where detail is
located)
☐ Reinforced tip for steel piles detail (if not shown on abutment sheets, otherwise
reference where detail is located) (per FDR or Geotechnical Engineer)
☐ Reinforcement details for concrete piles (if not shown on abutment sheets, otherwise
reference where detail is located)
☐ Any note required from the FDR or Geotechnical Engineer
☐ Estimated pile length (per FDR or Geotechnical Engineer)
☐ Number all piles and include table for actual driven length (per FDR or Geotechnical
Engineer)
REINFORCEMENT PLAN
☐ Partial or complete plan view showing horizontal spacing requirements of ties
PIER REINFORCEMENT SECTION
☐ Outline of pier section

☐ Indicate if a bar is lapped to another bar
SECTIONS (plinth, columns, caps, etc.)
☐ Outline of all required sections

☐ Indicate if a bar is lapped to another bar
2017 14A-17
PEDESTAL DETAILS
☐ Cover to exposed face (if different from standard cover note)
☐ Pedestal elevation
ANCHOR BOLT LAYOUT
☐ Label Anchor bolts
☐ Wash of pier top
and the centerline of beam
MISCELLANEOUS
☐ Welded splice details for spiral reinforcement

☐ Chamfer detail
BEARING DETAILS
BEARING DETAILS
☐ Bearing table
☐ Bearing plan and elevation
☐ Bearing section(s)
☐ Anchor bolt details, size and embedment
☐ Sole and masonry plate details
☐ Elastomeric internal plate size and number of elastomer layers
☐ Indicate each bearing location
14A-18 2017
TRANSVERSE SECTION
(Steel Superstructures)
TRANSVERSE SECTION
☐ Overall width of structure

☐ TGL, Station line/HCL and POR
☐ Limits of structural slab item
☐ Limits of sawcut grooving
☐ Limits of protective sealing
☐ Limits of winter surface treatment
☐ Travel lane widths
☐ Shoulder widths
☐ Usable shoulder to fascia dimension
☐ Cross slopes
☐ Crown of roadway
☐ Concrete structural slab thickness
☐ All applicable bar marks of all bars totally contained or originating in the slab
☐ All applicable sidewalk bar marks
☐ Cover to exposed faces
☐ Lap lengths
☐ Spacing of slab reinforcement tied down to an exposed face
☐ Girders numbered
☐ Girder spacing dimensioned
☐ Stud shear connectors
☐ Overhang lengths dimensioned
☐ Utilities
☐ Slab closure placement detail
FASCIA DETAIL
☐ Partial Railing/barrier/fencing shown but not dimensioned (to be shown on the

Railing/barrier/fencing sheets)
sidewalk or brush curb
☐ Lap lengths
☐ Spacing of slab/sidewalk/brush curb reinforcement tied down to an exposed face
☐ Indicate relationship between reinforcement placement and railing anchorage
☐ Slab depth dimensioned
☐ Fascia depth dimensioned
☐ Overhang dimensioned
2017 14A-19
DRIP GROOVE DETAIL
☐ Locate and dimension drip groove in relationship to fascia

☐ Drip groove note
☐ Modify drip groove location to maintain minimum concrete cover to anchor bolts or
reinforcement, if required.
DIAPHRAGMS
☐ Each diaphragm type numbered sequentially with D1 being the end diaphragms.
☐ All angles labeled
☐ All members labeled
☐ Proper weld symbols
☐ Weld length measured along the side of the angle that has the shortest lap length
☐ Gusset plate thicknesses
☐ Connection plates shown and labeled
☐ Number and size of bolts
☐ Section used as top member and labeled (end diaphragm)
☐ Bearing stiffener shown and labeled (end diaphragm)
☐ Concrete slab haunched down on the top member for decks with joints (end
diaphragm)
☐ Bottom lateral gusset plate (verify clearance to bearing/sole plate) (end diaphragm)
☐ Outstanding leg of top angle shown away from the slab (fascia diaphragm)
☐ Bottom lateral gusset plate (if required)
☐ Top strut not shown for intermediate diaphragms (except fascia bays and curved
girders)
UTILITY SUPPORT
☐ Show in bay where they will be located (show required extra details to the side)
☐ Members labeled
☐ Enough detail shown to properly construct the specialty diaphragm
CURVED GIRDER DIAPHRAGMS
☐ Place intermediate diaphragms radial to the girder in a single line

☐ Do not place along the line of an interior skewed support
☐ Bottom lateral system
14A-20 2017
FRAMING PLAN
FRAMING PLAN
☐ Centerline of bearing stations

☐ Centerline of bearings azimuth
☐ Centerline of each beam
☐ Expansion and fixed bearings labeled
☐ Span length(s)
☐ Beam azimuths and numbers
☐ Beam spacing dimensioned and tied to station line/HCL
☐ Diaphragm spacing, type and orientation
☐ Connection plates dimensioned and labeled
☐ Bearing stiffeners dimensioned and labeled
☐ Intermediate stiffeners dimensioned and labeled
☐ Field splice location tied to centerline of bearing station and/or diaphragm connection
plates and lateral bracing gusset plates
☐ Lateral bracing size and spacing
☐ Curved girder diaphragm spacing table
☐ Curved bridge-straight girder schematic layout
2017 14A-21
GIRDER DETAILS
GIRDER ELEVATION
☐ Overall beam length

☐ Span length(s)
☐ Beam overhang over centerline bearing
☐ Rolled beam size or Plate sizes labeled in Width x Thickness x Length
☐ Butt splices labeled as CPGW welds
☐ Web to flange welds
☐ Centerline expansion and fixed bearings labeled
☐ Bearing stiffeners dimensioned and labeled
☐ Connection plate dimensioned and labeled
☐ Intermediate stiffeners labeled (if required)
☐ Centerline of safety handrail labeled
☐ Stud shear connectors spacing shown
☐ Tension zones for top and bottom flanges (continuous girders only)
☐ Field splice location tied to centerline of bearing station, flange transition and/or
diaphragm connection plate
☐ Indicate serialized steel item number (multi-bridge projects)
GIRDER SECTIONS
☐ Sections cut through the girder showing:

• The bearing stiffener at abutment
• The interior girder connection plate
• Fascia girder connection plate
• Bearing stiffener at pier
• Transverse stiffener
☐ Each detail showing the correct weld symbols

☐ Each detail showing the proper connection plate/bearing stiffener label and
dimensioning
☐ The proper connection of vertical plate to compression/tension flange
MISCELLANEOUS STEEL DETAILS
☐ Drip bar detail - when weathering steel is used

☐ Flange thickness taper
☐ Flange width taper
☐ Flange width taper at abutments (width of taper 1 inch less than sole plate of
bearing)
☐ Stud shear connector detail with item number
☐ Safety handrail - when depth of girder is more than 5 ft.
14A-22 2017
CAMBER TABLE
Separate groups of the following rows for each beam:

☐ Steel dead load (I)
☐ Concrete dead load (II)
☐ Superimposed dead load (III)
☐ Vertical curve correction (IV) (NOTE: no negative vertical curve correction is allowed)
☐ Total of (I+II+III+IV)
CAMBER DIAGRAM
☐ Camber diagram plotted along each span to represent the actual beam showing the
actual deflected shape of the fully cambered beam and a straight line between the
top corners of the beam.
MOMENT AND SHEAR TABLES
One table for HL93 and NYSDOT Design Permit Vehicle

☐ Dead load moment (kip-ft) and shear (kips)
☐ Superimposed dead load moment and shear
☐ Live load positive moment and shear
☐ Live load negative moment and shear
DESIGN LOAD TABLE

Dead loads listed in units of kips/ft for each beam (If different):
☐ Slab
☐ Haunch
☐ Girder
☐ SIP/FSIP forms
☐ Diaphragms
☐ Utilities
Superimposed dead loads listed in units of kips/ft for each beam (If different):
☐ Railing or barrier
☐ Future wearing surface
☐ Sidewalk
☐ Staging S.D.L. if required
Live load listed in HL-93 truck notation and NYSDOT Design Permit Vehicle:
☐ Live load denoted below table
FIELD SPLICE DETAILS
☐ Splice location
☐ All plate sizes and thicknesses
☐ Size, number, spacing and edge distance of bolts
2017 14A-23
TRANSVERSE SECTION
(Concrete Bulb Tee, I-Beam Superstructures and Spread Prestressed Box Beams)
TRANSVERSE SECTION

☐ Shoulder widths
☐ Cross slopes
☐ Concrete slab thickness
☐ Applicable bar marks of all bars totally contained or originating in the slab
☐ Lap lengths
☐ Beams numbered
☐ Beam spacing dimensioned
☐ Composite shear bars
☐ Utilities
FASCIA DETAIL
☐ Partial Railing/barrier/screening shown but not dimensioned (to be shown on the

Railing/barrier/screening sheets)
☐ Applicable bar marks of all bars totally contained or originating in the slab sidewalk or
brush curb
☐ Lap lengths
14A-24 2017
DIAPHRAGMS
☐ Each diaphragm type numbered sequentially with D1 being the end diaphragms.
Diaphragms should be shown in the transverse section, if possible. Otherwise, they
should be shown in separate details to the side of the Transverse Section.
☐ Diaphragm type; steel, precast or cast-in-place
☐ Connection detail
☐ Utility support details
☐ Reinforcement details of diaphragms
☐ Section of precast or cast-in-place diaphragms
FRAMING PLAN
(Concrete Bulb Tee and I-Beam Superstructures)
FRAMING PLAN
☐ Span length(s)
☐ Beam spacing dimensioned and tied to station line
☐ Diaphragm spacing, type and number
☐ Connections dimensioned and labeled
☐ Splice location (post-tensioned)
☐ Segment numbers (post-tensioned)
2017 14A-25
BEAM DETAILS
(Concrete Bulb Tee and I-Beam Superstructures)
BEAM PLAN

☐ Span length(s)
☐ Diaphragm lengths
☐ Beam overhang over the centerline of bearings
☐ Flange clipping detail (skews over 15°)
☐ Indicate Beam Item number
☐ Continuous connection details
BEAM REINFORCEMENT PLAN
☐ Outline of beam
☐ Lap lengths
BEAM REINFORCEMENT ELEVATION
☐ Outline of beam
☐ Lap lengths
☐ Indicate if a bar is lapped to another bar with a different mark
☐ Enough sections taken to clearly define the beam and its reinforcement
BEAM SECTIONS
☐ Reinforcement details
☐ Strand pattern
☐ Dimensioned
☐ Cover
14A-26 2017
END ZONE REINFORCEMENT DETAIL
☐ Outline of beam end

☐ Lap lengths
DESIGN LOAD TABLE
Maximum shear (kips) at support and moment (kips-ft) at midspan:

☐ Beam
☐ Slab
☐ Diaphragms
☐ Haunch
☐ SIP/FSIP forms
☐ Utilities
Superimposed dead loads (kips/ft), max. shear (kips) at support and moment (kips-ft) at
midspan:
☐ Sidewalk
☐ Railing or Barrier
Live load in HL-93 truck notation and NYSDOT Permit Vehicle:
☐ Live load information denoted below table
BEAM REINFORCEMENT TABLE AND BAR BENDING DIAGRAMS
☐ All bar marks and bar bending diagrams required to construct the beam
CAMBER TABLE
☐ Camber due to prestressed force and beam dead load at transfer

☐ Camber due to prestressed force and beam dead load with growth
☐ Deflection due to slab dead load
☐ Deflection due to superimposed dead load
2017 14A-27
STAGE CONSTRUCTION DETAILS
☐ Plan
☐ Tendon details
☐ Concrete Closure placement detail
DEBONDING OR DRAPED STRANDS DETAIL
☐ Number of debonded strands

☐ Length of debonded strands
☐ Draped tendon profile
☐ Sections showing draped strands at midpoint and end
POST-TENSIONED DETAILS
☐ Duct location
☐ Post-tensioning notes
☐ End block recess detail
☐ End zone reinforcement (Elevation and Sections)
☐ Clearance requirements for ducts at anchorage and midspan
☐ Post-tensioning duct profile
☐ Assumed construction sequence
☐ Grout tube schematic and vent details
☐ Splice detail end view
☐ Splice detail section
☐ Shear key details
☐ Threaded insert/mechanical connectors details

☐ Embedded bearing plate details (not for integral abutments)
☐ Fascia details
☐ Anchor stud clearance detail
☐ Haunch details
☐ Continuity reinforcement and diaphragm details at piers
14A-28 2017
TRANSVERSE SECTION
(Adjacent Prestressed Box Beams and Slab Units)
TRANSVERSE SECTION

☐ Shoulder widths
☐ Cross slopes
☐ Applicable bar marks of all bars totally contained or originating in the slab
☐ Lap lengths
☐ Beams numbered
☐ Joint widths dimensioned
☐ Transverse tendon
☐ Utilities
FASCIA DETAIL
☐ Partial Railing/barrier/screening shown but not dimensioned (to be shown on the

Railing/barrier/screening sheets)
☐ Applicable bar marks of all bars totally contained or originating in the slab sidewalk or
brush curb
☐ Lap lengths
2017 14A-29
BEAM LAYOUT
(Adjacent Prestressed Box Beams and Slab Units)
BEAM LAYOUT
☐ Beam numbers
☐ Span length(s)
☐ Beam azimuths
☐ Centerline of transverse tendon and centerline of diaphragms
FRAMING PLAN
(Spread Prestressed Box Beams)
FRAMING PLAN
☐ Span length(s)
☐ Diaphragm spacing, type and number
☐ Connections dimensioned and labeled
14A-30 2017
BEAM DETAILS
(Spread and Adjacent Prestressed Box Beams and Slab Units)
BEAM PLAN
☐ Void lengths
☐ Internal Diaphragm lengths
☐ End block lengths
☐ Beam overhang over the centerline of bearings
☐ Transverse tendon location
☐ Overall beam lengths
☐ Drain dimensions and locations
☐ Anchor dowel location
☐ Indicate beam item number
BEAM REINFORCEMENT PLAN
☐ Outline of beam
☐ Outline of voids
☐ Lap lengths
BEAM REINFORCEMENT ELEVATION
☐ Outline of beam
☐ Lap lengths
☐ Enough sections taken to clearly define the beam and its reinforcement
BEAM SECTIONS
☐ Reinforcement details
☐ Strand pattern
☐ Dimensioned
2017 14A-31
END BLOCK REINFORCEMENT DETAIL

☐ Lap lengths
DESIGN LOAD TABLE
Dead loads (kips/ft), maximum shear (kips) at support and moment (kips-ft) at midspan:
☐ Beam
☐ (Include internal diaphragms in beam loading)
☐ Slab
☐ Haunch (spread beams only)
☐ Utilities
☐ SIP/FSIP forms (spread beams only)
Superimposed dead loads (kips/ft), maximum shear (kips) at support and moment (kips-ft) at
midspan:
☐ Sidewalk
☐ Railing or Barrier
Live load in HL-93 truck notation and NYSDOT Permit Vehicle

☐ Live load information denoted below table
BEAM REINFORCEMENT TABLE AND BAR BENDING DIAGRAMS
☐ All bar marks and bar bending diagrams required to construct the beam
CAMBER TABLE
☐ Camber due to prestressed force and beam dead load at transfer

☐ Camber due to prestressed force and beam dead load with growth
☐ Deflection due to slab dead load
☐ Deflection due to superimposed dead load
14A-32 2017
STAGE CONSTRUCTION DETAILS
☐ Plan
☐ Tendon details
☐ Concrete Closure placement detail
ANCHOR DOWEL DETAIL
☐ Hole opening diameter

☐ Anchor dowel diameter
☐ Hole filler placed in top of hole opening
INTERNAL DIAPHRAGM DETAILS

DEBONDING DETAILS
☐ Number of debonded strands

☐ Length of debonded strands
POST-TENSIONED DETAILS
☐ See Bulb Tee and I Beam Details
☐ Transverse tendon plan, section and elevation

☐ Continuity reinforcement and diaphragm details at piers
☐ Shear key detail
☐ Bearing placement
☐ Bearing pad placement (integrals)
2017 14A-33
HAUNCH/SLAB THICKNESS TABLES
HAUNCH TABLE (Steel and Spread Prestressed Concrete Superstructures)
Separate groups of the following rows for each girder at a distance defined in Section 5.1.6,
for most cases 1/10 points are utilized:
☐ A. Required bottom of slab elevation

☐ B. Top of steel elevation (Field measure)
☐ C = A – B. (Difference between bottom of slab and top of steel elevation)
☐ D. Concrete + Superimposed dead load deflection
☐ E = C + D. (Depth of haunch required equal to the sum of the concrete
and superimposed dead load deflections and the difference between the bottom of
slab and top of steel elevations )
GIRDER HAUNCH DETAIL (Steel and Spread Prestressed Concrete Superstructures)
☐ Dimension measured from top of web to bottom of slab at the centerline of bearings
SLAB THICKNESS TABLE (Adjacent Prestressed Concrete Beams)
Separate groups of the following rows for each beam at 1/4 or 1/10 points:
(number of points depends upon length of structure and amount of change occurring)
☐ A. Required top of slab elevation @ centerline of beam
☐ B. Top of beam elevation (field measure)
☐ C = A – B. (Difference between top of slab and top of beam elevation)
☐ D. Slab and SDL deflection
☐ E. Actual slab thickness = C + D
☐ F. Theoretical slab thickness
14A-34 2017
SUPERSTRUCTURE SLAB
SLAB REINFORCEMENT PLAN
☐ Overall length of structure

☐ TGL
☐ Station line
☐ Limits of structural slab, sawcut grooving, protective sealing, and winter surface
treatment items
☐ If the bridge has concrete barriers, add note: Barrier bars originating in slab not
shown, refer to barrier reinforcement plans.
☐ Lap lengths
☐ Indicate section marks (end section)
END SECTION
☐ Outline of the slab, top of the abutment and the beginning of the approach slab
☐ All applicable bar marks of all bars
☐ Gap between the slab and the backwall (conventional abutment only)
MISCELLANEOUS SLAB DETAILS
☐ Continuous deck slab placement detail

☐ Concrete table of area of superstructure slab, area of sawcut grooving, area of
protective sealer, and the area of winter surface treatment with item numbers
☐ Do not haunch slab down to end diaphragm at jointless abutments
☐ Indicate direction of placement if true grade exceeds 3%
☐ Haunch reinforcement detail
☐ Sidewalk reinforcement plan with item number
SUPERSTRUCTURE SLAB OPTIONAL FORMING SYSTEMS
☐ Permanent corrugated metal form detail

☐ Prestressed concrete form unit details (Omit for Isotropic Deck Reinforcement or
when their use isn’t required (most cases))
☐ Form unit notes
2017 14A-35
APPROACH SLABS
APPROACH SLAB REINFORCEMENT PLAN
☐ Length and width of approach slabs and sleeper slabs (if required)
☐ TGL
☐ Station line
☐ Limits of approach slab, sawcut grooving, protective sealer, and winter surface
treatment items
☐ All applicable bar marks of all bars totally contained in the approach slabs and
sleeper slabs
☐ Lap lengths
☐ Spacing of approach slab reinforcement tied down to an exposed face
☐ Indicate section marks (taken transversely through the end of the approach slabs
and sleeper slabs)
END SECTION
☐ Outline of the slab and sleeper slabs from the abutment to the beginning of the
approach roadway
☐ Thickness of approach slab
☐ All applicable bar marks of all bars
MISCELLANEOUS APPROACH SLAB DETAILS
☐ Provide table of area of approach slab and sleeper slabs, area of sawcut grooving,
area of protective sealer, and area of winter surface treatment with the appropriate
item numbers
☐ Corner plan details
☐ Connection detail to abutment for integral and jointless details
☐ Joint recess/sealing detail
JOINT SYSTEM
JOINT DETAILS
☐ Plan view(s)
☐ Sections; longitudinal and transverse
☐ End and miscellaneous details
☐ Fascia, barrier and sidewalk details
☐ Joint table including each joint location and item number
14A-36 2017
BARRIER/RAILING
BARRIER LAYOUT PLAN
☐ Outline of superstructure slab and abutments

☐ Outline of barriers and transition railing
☐ TGL and Station/Horizontal Control Line
☐ Pay limits of the barrier including item number
☐ Pay limits of the railing transition including item number
BARRIER PLANS
☐ Outline of barriers
☐ All applicable bar marks of all barrier bars (this includes barrier bars originating in the
superstructure slab or abutment u-walls)
☐ Length of barriers and barrier transitions dimensioned
BARRIER TRANSITION ELEVATION
☐ Outline of barrier transition

☐ Pipe sleeves indicated and located for attaching box beam guide rail transition
☐ Dimensions required to construct barrier transition
BARRIER REINFORCEMENT SECTIONS
☐ Outline of barrier at sections

☐ All applicable bar marks of all barrier bars (this includes barrier bars originating in the
superstructure slab or abutment u-walls)
BARRIER SECTIONS
☐ Outline of barrier at sections

☐ All dimensions required to construct the barrier and barrier transition
☐ Dimension the location of box beam guide rails and indicate it’s attachment to barrier
at transition
CONCRETE BARRIER GROOVE SPACING
☐ Outline of barrier in elevation and section showing construction groove spacing,

details and notes
PLAN AND ELEVATION OF RAILING/BARRIER TRANSITION TO HIGHWAY BOX BEAM
☐ Indicate and locate all transition railing components

☐ Indicate pay limit of transition
2017 14A-37
RAILING LAYOUT PLAN
☐ Outline of superstructure slab and abutments

☐ TGL and Station/Horizontal Control Line
☐ Centerline of end posts tied down to the front face of the backwall
☐ Even spacing between the posts
☐ Pay limits of the railing including item number
☐ Pay limits of the railing transition including item number
☐ Centerline of railing anchorage
☐ Station and offset distance to post from HCL
RAILING DETAILS
☐ Outline of railing in section and elevation showing anchorage into superstructure

☐ Indicate, locate and dimension all railing and railing anchorage components
☐ Show anchor plate(s) and base plate details
RAILING SPLICE ELEVATION
☐ Show minimum distance from railing post to centerline of fixed and expansion splice
assembly
RAILING SPLICE DETAILS
☐ Indicate and dimension all railing splice assembly components
SPECIAL POST DETAILS
☐ Indicate and locate on abutment backwall in plan view

☐ Show elevation at post, indicate and dimension all components
☐ Show anchor plate and base plate details
SNOW AND PEDESTRIAN FENCING DETAILS
☐ Outline of fencing in section and elevation showing attachment to railing/barrier

☐ Show fencing pay limits and item number on railing layout sheet or on barrier layout
sheet
☐ For barriers also show pay limits dimensioned from end of barrier in the elevation
view
☐ Indicate, locate and dimension fencing and fencing attachment/anchorage
components
☐ Show post anchor plate or pipe clamp anchor details, whichever is applicable
☐ Indicate and dimension all railing splice components
14A-38 2017
APPROACH DRAINAGE
LAYOUT OF DRAINAGE CURBING AND STONE GUTTER
☐ All components and dimensions required to layout curbing with concrete backing and
stone gutter
ELEVATION OF CURB TAPER
☐ Indicate and dimension curb taper
ALTERNATE CURB JOINT DETAIL
☐ Indicate concrete repair material fill for curb joint
DRAINAGE PLAN
☐ Outline of bridge rail/barrier transition to highway box beam, stone curbing, stone
gutter and abutment/wingwall
☐ Indicate and dimension limits of asphalt mowing strip from face of curb
☐ Indicate and dimension shoulder break lines from face of curb
☐ Dimension first heavy post spacing from end of barrier or last bridge railing post
☐ Dimension transition railing post spacings
☐ Indicate centerline of stone gutter, face of rail, face of curb, embankment slope from
shoulder beak lines and limits of railing included in bridge or highway estimate
SECTIONS
☐ Outline of section taken at first heavy post through stabilized shoulder, curb and
shoulder break indicating all components and required dimensions
☐ Outline of section taken at highway post through stabilized shoulder and shoulder
break indicating all components and required dimensions
☐ Outline of section taken through stone gutter indicating all components and required
dimensions
☐ Outline of section taken through stone gutter and stabilized shoulder indicating
warped transition from normal shoulder to meet 1’-0” gutter dish
2017 14A-39
☐ Waterstop and keyway details

☐ Scupper details and item number
☐ Curb details and item number
☐ Lighting details and item number
☐ Miscellaneous pile details
☐ Any other details not previously shown on the previous sheets
BAR BENDING DIAGRAMS
☐ Insert sheet
BAR LISTS(S)
☐ Reinforcement quantities with their respective item numbers
MISCELLANEOUS
☐ Create a proposed BIN file in BDIS.

☐ QC the proposed BIN file in BDIS
☐ Level 1 and Level 2 Load Rating Package as out lined in EI 05-034. Load Rating
calculations and computer models shall be emailed to the Regional Structures
Management Engineer with a copy to the Office of Structures (M.O.) Load Rating
Unit.
14A-40 2017
Appendix 14B
Checklist for Constructability Review
PIN _________________ Reviewer(s) ______________________

D#__________________ _______________________
Designer ____________________________
Projected Letting Date _________________
Date Review Started __________________
Date Review Completed _______________
The following is a checklist of project items (if applicable to the project) that need to
be reviewed to assure constructability of the project:
More Info
Description Yes No N/A
Needed
I. BIDDABILITY
The clarity of the final plan and proposal to the

bidders so that they may submit a fair and
accurate bid.
Are bidders unnecessarily restricted in their
1 bids, or has appropriate degree of flexibility
been included in the bidding documents?
Information sufficient to avoid major field
2
changes?
Permits identified and sufficient time allowed to
3
secure?
4 WZTC plans adequate?
5 WZTC plans too restrictive?
6 Items appropriate?
7 Items omitted?
Cross referencing between various contract

8
documents consistent?
2017 14B-1
More Info
Needed
II. BUILDABILITY
The accuracy and completeness of the contract

plans so that the design as shown on the final
plans can be built.
A. Site Investigation
Sufficient field investigation been done to

1 ascertain that contract work can be performed
as shown on plans?
2 Subsurface exploration?
3 Utility investigation?
4 Current traffic counts?
5 Structural inspection?
Emergency/interim structural repairs been

6
considered?
B. Right of Way
Equipment, material and hazardous waste

1
storage?
2 Staging?
3 Access to work areas?
C. Construction Staging
Phased to provide minimum number of stages

1
and reasonable work areas and access?
2 Are there areas with restricted access?
Does staging cause special conditions (i.e.,

3
structural adequacy/stability)?
14B-2 2017
Checklist for Constructability Review
More Info
Needed
Proposed adjacent contracts, restrictions,
4
constraints identified and accounted for?
Can the details as shown on the plans be

5 constructed using standard industry practices,
operations and equipment?
D. Work Zone Traffic Control
WZTC requirements realistic for site

1
conditions?
Are lane closures reasonable for traffic

2
volumes?
Can construction operations be carried out

3
safely under WZTC and staging?
Design adequate for averting

4
delays/congestion?
Is a detour necessary for averting delays/

5
congestion?
E. Schedule
1 Is sequence of construction reasonable?
2 Seasonal limits on construction operations?
3 Utility relocation schedule reasonable?
4 Regulatory permit restrictions?
Materials ordering, fabrication and delivery

5
requirements
All necessary construction operations

6
identified?
7 Impact of additional work ?
Time related specs - completion/milestone

8
realistic?
2017 14B-3
More Info
Needed
F. Special Materials / Conditions
Pertinent provisions and restrictions clearly

1
indicated?
Any special (unique / proprietary) materials,

2
methods of technologies required for contract?
Special coordination required, RR, Permits,

3
Regulatory
Presence of asbestos, hazardous waste or

4
toxic materials?
Safety requirements, fall protection, electric

5
lines, and other utilities, RR requirements
Winter concreting and the schedule for delivery

6
of concrete?
Additional Comments:
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
14B-4 2017
Appendix 14C
Bridge Quantity Measurement Templates
As required in the Highway Design Manual, Section 21.6.3.1, all pay items in a contract are
required to have a corresponding quantity workup. For bridge projects utilizing a Bridge
Quantity Measurement File, see Section 14.2.5, there are two types of quantity workups to
choose from. These are 1.) Quantity workups utilizing measurements from CADD design
models and 2.) Quantity measurements that do not utilize measurements from CADD design
models.
The following pages contain two examples of templates that may be used for Bridge
Quantity Workup Documentation. The information provided in the templates shall be
included on all quantity work up computation sheets for pay items in a bridge share.
Quantity workups can be written by hand, calculated with a spreadsheet, or MathCAD.
Prep. by__________Date________
Check by__________Date________
PIN__________________________
Job Title______________________
The item quantity computation utilizes measurements from CADD design models.
Item #
Checking References = This is a list of other reference files that are attached to this model but have been turned
off. Displaying the attached models may aid in understanding of the quantity computation.
Prep. by__________Date________
Check by__________Date________
PIN__________________________
Job Title______________________
Model/Item #
CADD Bridge Quantity Measurement File:
Reference File to be Measured (Model):
Feature Measured (Level):
*Checking References (Model):
(Template instructions are on the next page.)
Prep. by__________Date________
Check by__________Date________
PIN__________________________
Job Title______________________
Model/Item # a.
CADD Bridge Quantity Measurement File: b.
Reference File to be Measured (Model): c.
Feature Measured (Level): d.
*Checking References (Model): e.
a. The item number is filled in here. This also corresponds to the model name in the
Bridge Quantity Measurement File.
b. This is the name of the BQM file. This file contains models with all of the item
numbers to be measured.
c. The name of the reference file measured goes here along with the model name.
 This line should be filled in only if you are measuring directly from another
reference file.
Example: The outline of the superstructure slab will be referenced into the
BQM file and the area will be directly measured from the reference file. So in
this line one would place 123456_fea_70_design.dgn (SUPERSTRUCTURE
SLAB).
 If you are not measuring directly from a reference file, then type in None or
Not Applicable. Example: For longitudinal sawcut grooving one may draw
the outline of the required area in the BQM file. Therefore there is no
reference file that is being measured, it is the actual elements in the BQM file
that are being measured.
d. This is a description of what is being measured along with the level of the feature.
Examples of what to place on this line for different items are as follows:
 Item 555.08 – Begin Abutment footing (BFT_P)
 Item 609.0301 – Line representing stone curb (O_Details_Object Line 1_P)
 Item 559.18960118 - Outline of protective sealer on approachs
(O_Details_Object Line 1_P) and outline of protective sealer on
superstructure slab (BDE_P)
 Item 567.60 - Line that represents the length of the joint (BAJ)
e. The checking reference is described in the foot note below. These files should
referenced and the display should be turned off. This way when the checker/EIC is
using the file it will not be cluttered. If the checker/EIC decided they want to display
some of the checking references, then it is up to them to turn them on and off as
needed. The checking references should be limited to models in the Bridge Design
File and Bridge Front File. This will reduce the number of files that will need to be
transmitted with the BQM file.
Section 15
Concrete Reinforcement
15.1 Introduction
This section is intended to aid the bridge designer and detailer in reinforced concrete design
and detailing. The tables in this section simplify the design and detailing of concrete
reinforcement splices and required covers. Also included are suggested details intended to
ease the construction process and provide seismic resistance. See Section 12.4 for
definition of chromium steel.
15.2 Spacing
The minimum spacing shall meet NYSDOT LRFD Bridge Design Specification Section
5.10.3.1 requirements. The maximum clear spacing between parallel bars shall not be more
than 1’-6”. The clear space between bars shall also apply to the clear distances between the
contact splices and adjacent splices of bars. Bar spacing as indicated are always between
the centers of the bars unless otherwise noted as a clear distance. When reinforcement in
beams or girders is placed in two or more layers, the bars in the upper layers shall be placed
directly above those in the bottom layer.
15.3 Cover
The following list pertains to the minimum cover for reinforcing bars. Refer to Section 5 for
cover of monolithic decks.
Top of sidewalk slabs .................................................................................................. 1 ½”

Beams and Columns ....................................................................................................... 2”
Pedestal (Top).................................................................................................................. 2”
Pedestal (Sides) ............................................................................................................... 3”
Walls and Piers above footing (Including those adjacent to water) .................................. 2”*
Footings (Including unformed bottom) ............................................................................. 3”**
Approach slab (Top)......................................................................................................... 3”
Approach slab (Bottom and Sides) .................................................................................. 3”
Bottom of bottom slab of cast-in-place culvert ................................................................. 3”
Bottom of top slab of cast-in-place culverts and rigid frames ........................................... 2”
All other cast-in-place culvert faces ................................................................................. 2”
Top of top slab of precast culverts (Fill <2 feet) ............................................................... 2”
Top of top slab of precast culverts (Fill ≥2 feet) ............................................................... 1”
All other precast box culvert faces ................................................................................... 1”
Exposed faces of precast three-sided culverts ............................................................ 1 ½”
All other faces of precast three-sided culverts ................................................................. 2”
Precast Cantilever Wingwalls ……………………………………… ................................ 1 ½”
Precast Binwall Wingwalls …………………….. ............................................................ 1 ½”
Arches (Intrados and extrados) ...................................................................................... 2”
2017 15-1
Precast and cast-in-place piles ........................................................................................ 2”

Precast piles exposed to sea water ................................................................................. 3”
Post-tensioned cylindrical piles (Centrifugally cast, no slump concrete,
exposed to sea water) .................................................................................................. 1 ½”
All other surfaces exposed to sea water .......................................................................... 4”
Prestressed Concrete Beams .................................................................Follow BD sheets
* When aesthetic treatment (formliner) is used, the maximum relief of the treatment
shall be added to the minimum cover.
** May be increased to accommodate piles when necessary.
15.4 Reinforcing Bar Requirements

Grade 60 is the standard strength epoxy-coated and galvanized reinforcing bar to be used
on Department projects. Grade 75 epoxy-coated and galvanized reinforcing bar is
available, though in limited quantities and at greater cost. Use of Grade 75 epoxy-coated
and galvanized reinforcing bars should be limited to areas of high tensile stresses where the
number of Grade 60 reinforcing bars results in insufficient spacing between the bars for
concrete placement. Stainless steel reinforcing bars have a standard strength of Grade
75. Chromium steel bar has a standard of Grade 100, but when used with couplers can only
be regarded as Grade 75.
TABLE A
STANDARD REINFORCING BAR PROPERTIES
Size #4 #5 #6 #7 #8 #9 #10 #11
Area (in2) 0.20 0.31 0.44 0.60 0.79 1.00 1.27 1.56
Dia. (in) 0.500 0.625 0.750 0.875 1.000 1.128 1.270 1.410
15.4.1 Maximum Bar Lengths
Most reinforcing bar plants in the United States produce bars in a standard length of 60 feet
except stainless steel larger than #6 is only available in maximum lengths of 40 feet.
Therefore, plans shall not include any straight bars or bent bars with a length more than
60 feet (40 feet for stainless larger than #6). Due to handling concerns, the maximum length
of a bar that requires a hook on both ends shall be limited to 30 feet.
15-2 2017
15.4.1.1 Deck Slab Bars
Refer to Section 5.1.5.4 Deck Overhangs for requirements on deck slab bars.
15.4.1.2 Abutment and Pier Bars
When designing abutments and piers, it is important to envision how the contractor may build
the structure and to provide details that make construction easier.
Vertical bars should not extend more than 16 feet out of the placement that they originate in
due to handling concerns. Instead, two bars with a lap splice should be used. This is
suggested as a guide, and a designer’s judgment must be used. Obviously, if a bar has a
length of 17 feet, a lap should not be introduced for the small amount of extra length
required.
15.4.2 Reinforcement Splicing
15.4.2.1 General Splicing Requirements
For #11 bars or smaller, splices can be made by lap splices with wire ties, mechanical
connectors (from the Materials Bureau approved list), or by welding provided it is
in accordance with the NYSDOT Steel Construction Manual (SCM), Section 7, Part D.
Tack welding is not permitted.
Splices for bars larger than #11 shall use either mechanical connectors from the Materials
Bureau Approved List or welds in accordance with the proper welding procedure.
No additional payment is made for reinforcement splices. However, if the situation mandates
the use of mechanical connectors or welded splices, this shall be noted on the Contract
Plans.
15.4.2.2 Splicing Vertical Reinforcement in Walls
For #5, #6, and #7 bars, the splicing of the main vertical reinforcement to the reinforcement
emerging from the footing may be made directly over the footing. In some cases, it may be
practical to eliminate splices by extending the bars emerging from the footing to the top
of the wall. Number 8 and larger bars emerging from the footing shall be extended
to a distance above the footing where bars of a smaller diameter may be spliced to
them. The lap length for such splices shall be based on the smaller bar.
2017 15-3
15.5 Minimum Anchorage, Lap and Embedment
The following notes apply to the tables in this article:
1. All tables are based on formulas found in Section 5 – Concrete Structures of the
NYSDOT LRFD Bridge Design Specifications.
2. Lengths are based on: fy = 60 ksi and f’c = 3.0 ksi.
3. When an area of steel provided is more than that required to develop the ultimate
moment capacity of the section, the basic development length indicated may be
reduced by the ratio: As(required) ÷ As(provided).
4. Galvanized, stainless, and chromium steel bars are treated as uncoated bars for splice
and embedment lengths.
5. Top bars are defined as horizontal reinforcement located where there is more than
1 foot of fresh concrete cast below the development length or splice.
6. Lap splices shown are for individual bars, not bundles.
7. For bars with yield strength of 75 ksi increase the values in the tables by 25%.
8. For bars in lightweight concrete, increase the values in the tables by 30%.
15.5.1 Basic Development Length for Bars
TABLE B
BASIC DEVELOPMENT LENGTH FOR COMPRESSION BARS
Size #4 #5 #6 #7 #8 #9 #10 #11
Ld 11” 1’-2” 1’-5” 1’-8” 1’-10” 2’-1” 2’-4” 2’-7”
15-4 2017
TABLE C
BASIC DEVELOPMENT LENGTH OF HOOKED DOWELS IN TENSION
Size #4 #5 #6 #7 #8 #9 #10 #11
Uncoated - 1’-0” 1’-2” 1’-5” 1’-8” 1’-10” 2’-1” 2’-4” 2’-7”

Ldh [1’-0”] [1’-0”] [1’-2”] [1’-4”] [1’-6”] [1’-8”] [1’-11”] [2’-1”]
Epoxy-
1’-2” 1’-5” 1’-8” 2’-0” 2’-3” 2’-6” 2’-10” 3’-2”
Coated
[1’-0”] [1’-2”] [1’-4”] [1’-7”] [1’-10”] [2’-0”] [2’-3”] [2’-6”]
Ldh
Table C Criteria
(Length in Brackets requires following criteria to be met)
#11 bar or smaller
Side Cover ≥ 2 ½”
90 Hook: cover ≥ 2”
See Article 5.11.2.4.2 of the NYSDOT LRFD Bridge Design Specifications
FIGURE 15.1
Hooked Dowel
2017 15-5
STRAIGHT, UNCOATED DOWELS AND TENSIONS BARS (NOT TOP BARS)

TABLE D - BASIC DEVELOPMENT LENGTH TABLE D - BASIC DEVELOPMENT LENGTH
Bar Spacing Clear Cover (in) Bar Spacing Clear Cover (in)
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50+ 1-5 1-5 1-5 1-5 9 4.00 4-5 4-5 4-5 4-5
5 2.75 2-0 2-0 2-0 2-0 4.25 4-4 4-2 4-2 4-2
3.00 1-10 1-10 1-10 1-10 4.50 4-4 4-0 4-0 4-0
3.25+ 1-9 1-9 1-9 1-9 4.75 4-4 3-9 3-9 3-9
6 3.00 2-8 2-8 2-8 2-8 5.00 4-4 3-7 3-7 3-7
3.25 2-5 2-5 2-5 2-5 5.25 4-4 3-6 3-5 3-5
3.50 2-3 2-3 2-3 2-3 5.50 4-4 3-6 3-3 3-3
3.75+ 2-1 2-1 2-1 2-1 5.75+ 4-4 3-6 3-2 3-2
7 3.25 3-4 3-4 3-4 3-4 10 4.50 5-3 5-0 5-0 5-0
3.50 3-1 3-1 3-1 3-1 4.75 5-3 4-9 4-9 4-9
3.75 2-10 2-10 2-10 2-10 5.00 5-3 4-6 4-6 4-6
4.00 2-9 2-8 2-8 2-8 5.25 5-3 4-4 4-4 4-4
4.25+ 2-9 2-6 2-6 2-6 5.50 5-3 4-3 4-1 4-1
8 3.50 4-0 4-0 4-0 4-0 5.75 5-3 4-3 3-11 3-11
3.75 3-9 3-9 3-9 3-9 6.00 5-3 4-3 3-9 3-9
4.00 3-6 3-6 3-6 3-6 6.25+ 5-3 4-3 3-7 3-7
4.25 3-6 3-4 3-4 3-4 11 5.00 6-3 5-7 5-7 5-7
4.50 3-6 3-1 3-1 3-1 5.25 6-3 5-3 5-3 5-3
4.75 3-6 3-0 3-0 3-0 5.50 6-3 5-2 5-1 5-1
5.00+ 3-6 2-10 2-10 2-10 5.75 6-3 5-2 4-10 4-10
6.00 6-3 5-2 4-8 4-8
6.25 6-3 5-2 4-5 4-5
6.50 6-3 5-2 4-4 4-3
6.75 6-3 5-2 4-4 4-1
7.00 6-3 5-2 4-4 4-0
7.25+ 6-3 5-2 4-4 3-11
15-6 2017
STRAIGHT, UNCOATED DOWELS AND TENSIONS BARS (TOP BARS)

TABLE E - BASIC DEVELOPMENT LENGTH TABLE E - BASIC DEVELOPMENT LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50+ 1-10 1-10 1-10 1-10 9 4.00 5-9 5-9 5-9 5-9
5 2.75 2-7 2-7 2-7 2-7 4.25 5-7 5-5 5-5 5-5
3.00 2-5 2-5 2-5 2-5 4.50 5-7 5-2 5-2 5-2
3.25+ 2-4 2-4 2-4 2-4 4.75 5-7 4-10 4-10 4-10
6 3.00 3-5 3-5 3-5 3-5 5.00 5-7 4-8 4-8 4-8
3.25 3-2 3-2 3-2 3-2 5.25 5-7 4-6 4-5 4-5
3.50 2-11 2-11 2-11 2-11 5.50 5-7 4-6 4-3 4-3
3.75+ 2-9 2-9 2-9 2-9 5.75+ 5-7 4-6 4-1 4-1
7 3.25 4-3 4-3 4-3 4-3 10 4.50 6-10 6-6 6-6 6-6
3.50 4-0 4-0 4-0 4-0 4.75 6-10 6-2 6-2 6-2
3.75 3-9 3-9 3-9 3-9 5.00 6-10 5-10 5-10 5-10
4.00 3-7 3-6 3-6 3-6 5.25 6-10 5-7 5-7 5-7
4.25 3-7 3-3 3-3 3-3 5.50 6-10 5-7 5-4 5-4
4.50+ 3-7 3-2 3-2 3-2 5.75 6-10 5-7 5-1 5-1
8 3.50 5-2 5-2 5-2 5-2 6.00 6-10 5-7 4-11 4-11
3.75 4-10 4-10 4-10 4-10 6.25 6-10 5-7 4-8 4-8
4.00 4-7 4-7 4-7 4-7 6.50+ 6-10 5-7 4-8 4-7
4.25 4-7 4-3 4-3 4-3 11 5.00 8-2 7-2 7-2 7-2
4.50 4-7 4-1 4-1 4-1 5.25 8-2 6-10 6-10 6-10
4.75 4-7 3-10 3-10 3-10 5.50 8-2 6-8 6-7 6-7
5.00+ 4-7 3-8 3-8 3-8 5.75 8-2 6-8 6-3 6-3
6.00 8-2 6-8 6-0 6-0
6.25 8-2 6-8 5-9 5-9
6.50 8-2 6-8 5-8 5-7
6.75 8-2 6-8 5-8 5-4
7.00 8-2 6-8 5-8 5-2
7.25+ 8-2 6-8 5-8 5-1
2017 15-7
STRAIGHT, EPOXY COATED DOWELS AND TENSIONS BARS (NOT TOP BARS)
TABLE F - BASIC DEVELOPMENT LENGTH TABLE F - BASIC DEVELOPMENT LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50 2-1 2-1 2-1 2-1 9 4.00 6-8 6-8 6-8 6-8
3.50+ 1-8 1-8 1-8 1-8 4.25 6-5 6-3 6-3 6-3
5 2.75 3-0 3-0 3-0 3-0 4.50 6-5 5-11 5-11 5-11
3.00 2-9 2-9 2-9 2-9 4.75 6-5 5-7 5-7 5-7
3.25 2-8 2-8 2-8 2-8 5.00 6-5 5-4 5-4 5-4
4.50+ 2-8 2-1 2-1 2-1 5.25 6-5 5-2 5-1 5-1
6 3.00 3-11 3-11 3-11 3-11 5.50 6-5 5-2 4-10 4-10
3.25 3-8 3-8 3-8 3-8 5.75+ 6-5 5-2 4-9 4-9
3.50 3-5 3-5 3-5 3-5 10 4.50 7-11 7-6 7-6 7-6
3.75 3-2 3-2 3-2 3-2 4.75 7-11 7-1 7-1 7-1
5.25+ 3-2 3-2 2-6 2-6 5.00 7-11 6-9 6-9 6-9
7 3.25 4-11 4-11 4-11 4-11 5.25 7-11 6-5 6-5 6-5
3.50 4-7 4-7 4-7 4-7 5.50 7-11 6-5 6-2 6-2
3.75 4-3 4-3 4-3 4-3 5.75 7-11 6-5 5-10 5-10
4.00 4-2 4-0 4-0 4-0 6.00 7-11 6-5 5-8 5-8
4.25 4-2 3-9 3-9 3-9 6.25 7-11 6-5 5-5 5-5
4.50 4-2 3-8 3-8 3-8 6.50+ 7-11 6-5 5-5 5-4
6.25+ 4-2 3-8 3-8 2-11 11 5.00 9-5 8-4 8-4 8-4
8 3.50 6-0 6-0 6-0 6-0 5.25 9-5 7-11 7-11 7-11
3.75 5-7 5-7 5-7 5-7 5.50 9-5 7-8 7-7 7-7
4.00 5-3 5-3 5-3 5-3 5.75 9-5 7-8 7-3 7-3
4.25 5-3 4-11 4-11 4-11 6.00 9-5 7-8 6-11 6-11
4.50 5-3 4-8 4-8 4-8 6.25 9-5 7-8 6-8 6-8
4.75 5-3 4-5 4-5 4-5 6.50 9-5 7-8 6-6 6-5
5.00 5-3 4-2 4-2 4-2 6.75 9-5 7-8 6-6 6-2
7.00+ 5-3 4-2 4-2 3-4 7.00+ 9-5 7-8 6-6 5-11
15-8 2017
STRAIGHT, EPOXY COATED DOWELS AND TENSIONS BARS (TOP BARS)

TABLE G- BASIC DEVELOPMENT LENGTH TABLE G- BASIC DEVELOPMENT LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50 2-5 2-5 2-5 2-5 9 4.00 7-6 7-6 7-6 7-6
3.50+ 2-2 2-2 2-2 2-2 4.25 7-4 7-1 7-1 7-1
5 2.75 3-5 3-5 3-5 3-5 4.50 7-4 6-8 6-8 6-8
3.00 3-1 3-1 3-1 3-1 4.75 7-4 6-4 6-4 6-4
3.25 3-0 3-0 3-0 3-0 5.00 7-4 6-0 6-0 6-0
4.50+ 3-0 2-9 2-9 2-9 5.25 7-4 5-11 5-9 5-9
6 3.00 4-6 4-6 4-6 4-6 5.50 7-4 5-11 5-6 5-6
3.25 4-1 4-1 4-1 4-1 5.75+ 7-4 5-11 5-4 5-4
3.50 3-10 3-10 3-10 3-10 10 4.50 8-11 8-6 8-6 8-6
3.75 3-7 3-7 3-7 3-7 4.75 8-11 8-0 8-0 8-0
5.25+ 3-7 3-7 3-3 3-3 5.00 8-11 7-8 7-8 7-8
7 3.25 5-7 5-7 5-7 5-7 5.25 8-11 7-3 7-3 7-3
3.50 5-2 5-2 5-2 5-2 5.50 8-11 7-3 6-11 6-11
3.75 4-10 4-10 4-10 4-10 5.75 8-11 7-3 6-8 6-8
4.00 4-8 4-7 4-7 4-7 6.00 8-11 7-3 6-4 6-4
4.25 4-8 4-3 4-3 4-3 6.25 8-11 7-3 6-1 6-1
4.50 4-8 4-2 4-2 4-2 6.50+ 8-11 7-3 6-1 6-0
6.25+ 4-8 4-2 4-2 3-10 11 5.00 10-8 9-5 9-5 9-5
8 3.50 6-9 6-9 6-9 6-9 5.25 10-8 9-0 9-0 9-0
3.75 6-4 6-4 6-4 6-4 5.50 10-8 8-8 8-7 8-7
4.00 5-11 5-11 5-11 5-11 5.75 10-8 8-8 8-2 8-2
4.25 5-11 5-7 5-7 5-7 6.00 10-8 8-8 7-10 7-10
4.50 5-11 5-3 5-3 5-3 6.25 10-8 8-8 7-6 7-6
4.75 5-11 5-0 5-0 5-0 6.50 10-8 8-8 7-4 7-3
5.00 5-11 4-9 4-9 4-9 6.75 10-8 8-8 7-4 7-0
7.00+ 5-11 4-9 4-9 4-4 7.00 10-8 8-8 7-4 6-9
7.25+ 10-8 8-8 7-4 6-8
2017 15-9
15.5.2 Length of Splices for Tension Bars
Table 15-1 LAP SPLICE SELECTION GUIDELINES
The following Lap Splice Selection Guidelines table is only a recommendation. The designer
assumes final responsibility for selecting a splice length for a given location.
Superstructure Slab Splice Type Table

Longitudinal Bars (Top of Slab) Class B (Not Top Bars) J **
Longitudinal Bars (Bottom of Slab) Class B (Not Top Bars) J **
Transverse Bars (Top of Slab) Class B (Not Top Bars) J **
Transverse Bars (Bottom of Slab) Class B (Not Top Bars) J **
Longitudinal and Transverse Bars (Adj. Prestress Units) Compression Splice L
Concrete Barrier (Longitudinal) Class B (Not Top Bars) H, J
Hammerhead and Multi-Column Pier Cap Beam Splice Type
Longitudinal Bars (Top Primary Reinforcement) Class B (Top Bars) I
Longitudinal Bars (Bottom Primary Reinforcement and
Class B (Not Top Bars) H, J
Distribution Reinforcement)
Pier Column Class B (Not Top Bars)* H, J
Footing (Steel Pile Foundation) Splice Type
Longitudinal Bars (Top of Footing) Class B (Top Bars) I
Longitudinal Bars (Bottom of Footing) Class B (Top Bars) I
Footing (Concrete Piles or Spread Footing) Splice Type
Longitudinal Bars (Top of Footing) Class B (Top Bars) I
Longitudinal Bars (Bottom of Footing) Class B (Not Top Bars) H
Conventional Abutment Stem and Retaining Walls Splice Type
Rear Face of Wall (Horizontal) Class B (Not Top Bars) H, J
Rear Face of Wall (Vertical) Class B (Not Top Bars) H, J
Front Face of Wall (Horizontal) Class B (Not Top Bars) H, J
Front Face of Wall (Vertical - Conventional Abutment) Class B (Not Top Bars) H, J
Front Face of Wall (Vertical - Jointless Abutment) Class B (Not Top Bars) H, J
Bridge Seat/Top of Solid Pier (Longitudinal) Compression Splice L
* Splices not located in regions of high moment demand may be able to use a class A splice.
** For galvanized, stainless, or stainless steel bars use Table H.
15-10 2017
STRAIGHT, UNCOATED DOWELS AND TENSIONS BARS (NOT TOP BARS)

TABLE H - CLASS B SPLICE LENGTH TABLE H - CLASS B SPLICE LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50+ 1-11 1-11 1-11 1-11 9 4.00 5-9 5-9 5-9 5-9
5 2.75 2-8 2-8 2-8 2-8 4.25 5-8 5-5 5-5 5-5
3.00 2-5 2-5 2-5 2-5 4.50 5-8 5-2 5-2 5-2
3.25+ 2-4 2-4 2-4 2-4 4.75 5-8 4-11 4-11 4-11
6 3.00 3-6 3-6 3-6 3-6 5.00 5-8 4-8 4-8 4-8
3.25 3-2 3-2 3-2 3-2 5.25 5-8 4-7 4-6 4-6
3.50 3-0 3-0 3-0 3-0 5.50 5-8 4-7 4-3 4-3
3.75+ 2-9 2-9 2-9 2-9 5.75+ 5-8 4-7 4-2 4-2
7 3.25 4-4 4-4 4-4 4-4 10 4.50 6-10 6-6 6-6 6-6
3.50 4-1 4-1 4-1 4-1 4.75 6-10 6-3 6-3 6-3
3.75 3-9 3-9 3-9 3-9 5.00 6-10 5-11 5-11 5-11
4.00 3-7 3-6 3-6 3-6 5.25 6-10 5-8 5-8 5-8
4.25+ 3-7 3-3 3-3 3-3 5.50 6-10 5-7 5-4 5-4
8 3.50 5-3 5-3 5-3 5-3 5.75 6-10 5-7 5-1 5-1
3.75 4-11 4-11 4-11 4-11 6.00 6-10 5-7 4-11 4-11
4.00 4-7 4-7 4-7 4-7 6.25+ 6-10 5-7 4-8 4-8
4.25 4-7 4-4 4-4 4-4 11 5.00 8-2 7-2 7-2 7-2
4.50 4-7 4-1 4-1 4-1 5.25 8-2 6-10 6-10 6-10
4.75 4-7 3-11 3-11 3-11 5.50 8-2 6-9 6-7 6-7
5.00+ 4-7 3-9 3-9 3-9 5.75 8-2 6-9 6-4 6-4
6.00 8-2 6-9 6-0 6-0
6.25 8-2 6-9 5-9 5-9
6.50 8-2 6-9 5-8 5-7
6.75 8-2 6-9 5-8 5-4
7.00 8-2 6-9 5-8 5-3
7.25+ 8-2 6-9 5-8 5-2
2017 15-11
STRAIGHT, UNCOATED DOWELS AND TENSIONS BARS (TOP BARS)

TABLE I - CLASS B SPLICE LENGTH TABLE I - CLASS B SPLICE LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50+ 2-5 2-5 2-5 2-5 9 4.00 7-6 7-6 7-6 7-6
5 2.75 3-5 3-5 3-5 3-5 4.25 7-4 7-1 7-1 7-1
3.00 3-2 3-2 3-2 3-2 4.50 7-4 6-9 6-9 6-9
3.25+ 3-1 3-1 3-1 3-1 4.75 7-4 6-4 6-4 6-4
6 3.00 4-6 4-6 4-6 4-6 5.00 7-4 6-0 6-0 6-0
3.25 4-2 4-2 4-2 4-2 5.25 7-4 5-11 5-9 5-9
3.50 3-10 3-10 3-10 3-10 5.50 7-4 5-11 5-6 5-6
3.75+ 3-7 3-7 3-7 3-7 5.75+ 7-4 5-11 5-4 5-4
7 3.25 5-7 5-7 5-7 5-7 10 4.50 8-11 8-6 8-6 8-6
3.50 5-3 5-3 5-3 5-3 4.75 8-11 8-0 8-0 8-0
3.75 4-11 4-11 4-11 4-11 5.00 8-11 7-7 7-7 7-7
4.00 4-8 4-7 4-7 4-7 5.25 8-11 7-3 7-3 7-3
4.25 4-8 4-3 4-3 4-3 5.50 8-11 7-3 7-0 7-0
4.50+ 4-8 4-2 4-2 4-2 5.75 8-11 7-3 6-8 6-8
8 3.50 6-9 6-9 6-9 6-9 6.00 8-11 7-3 6-5 6-5
3.75 6-4 6-4 6-4 6-4 6.25 8-11 7-3 6-1 6-1
4.00 6-0 6-0 6-0 6-0 6.50+ 8-11 7-3 6-1 6-0
4.25 6-0 5-7 5-7 5-7 11 5.00 10-8 9-4 9-4 9-4
4.50 6-0 5-3 5-3 5-3 5.25 10-8 8-11 8-11 8-11
4.75 6-0 5-0 5-0 5-0 5.50 10-8 8-8 8-7 8-7
5.00+ 6-0 4-10 4-10 4-10 5.75 10-8 8-8 8-2 8-2
6.00 10-8 8-8 7-10 7-10
6.25 10-8 8-8 7-6 7-6
6.50 10-8 8-8 7-5 7-3
6.75 10-8 8-8 7-5 7-0
7.00 10-8 8-8 7-5 6-9
7.25+ 10-8 8-8 7-5 6-8
15-12 2017
STRAIGHT, EPOXY COATED DOWELS AND TENSIONS BARS (NOT TOP BARS)
TABLE J - CLASS B SPLICE LENGTH TABLE J - CLASS B SPLICE LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50 2-9 2-9 2-9 2-9 9 4.00 8-8 8-8 8-8 8-8
3.50+ 2-2 2-2 2-2 2-2 4.25 8-5 8-2 8-2 8-2
5 2.75 3-10 3-10 3-10 3-10 4.50 8-5 7-9 7-9 7-9
3.00 3-7 3-7 3-7 3-7 4.75 8-5 7-4 7-4 7-4
3.25 3-5 3-5 3-5 3-5 5.00 8-5 7-0 7-0 7-0
4.50+ 3-5 2-9 2-9 2-9 5.25 8-5 6-9 6-8 6-8
6 3.00 5-2 5-2 5-2 5-2 5.50 8-5 6-9 6-4 6-4
3.25 4-10 4-10 4-10 4-10 5.75+ 8-5 6-9 6-3 6-3
3.50 4-6 4-6 4-6 4-6 10 4.50 10-4 9-9 9-9 9-9
3.75 4-2 4-2 4-2 4-2 4.75 10-4 9-3 9-3 9-3
5.25+ 4-2 4-2 3-3 3-3 5.00 10-4 8-10 8-10 8-10
7 3.25 6-5 6-5 6-5 6-5 5.25 10-4 8-4 8-4 8-4
3.50 6-0 6-0 6-0 6-0 5.50 10-4 8-4 7-11 7-11
3.75 5-7 5-7 5-7 5-7 5.75 10-4 8-4 7-7 7-7
4.00 5-5 5-3 5-3 5-3 6.00 10-4 8-4 7-4 7-4
4.25 5-5 4-11 4-11 4-11 6.25 10-4 8-4 7-1 7-1
4.50 5-5 4-10 4-10 4-10 6.50+ 10-4 8-4 7-1 7-0
6.25+ 5-5 4-10 4-10 3-10 11 5.00 12-3 10-10 10-10 10-10
8 3.50 7-10 7-10 7-10 7-10 5.25 12-3 10-4 10-4 10-4
3.75 7-4 7-4 7-4 7-4 5.50 12-3 10-0 9-11 9-11
4.00 6-10 6-10 6-10 6-10 5.75 12-3 10-0 9-5 9-5
4.25 6-10 6-5 6-5 6-5 6.00 12-3 10-0 9-0 9-0
4.50 6-10 6-1 6-1 6-1 6.25 12-3 10-0 8-8 8-8
4.75 6-10 5-9 5-9 5-9 6.50 12-3 10-0 8-6 8-5
5.00 6-10 5-5 5-5 5-5 6.75 12-3 10-0 8-6 8-1
7.00+ 6-10 5-5 5-5 4-4 7.00+ 12-3 10-0 8-6 7-9
2017 15-13
STRAIGHT, EPOXY COATED DOWELS AND TENSIONS BARS (TOP BARS)

TABLE K - CLASS B SPLICE LENGTH TABLE K - CLASS B SPLICE LENGTH
Size (in) 1.50 2.00 2.50 3.00 Size (in) 1.50 2.00 2.50 3.00
4 2.50 3-2 3-2 3-2 3-2 9 4.00 9-9 9-9 9-9 9-9
3.50+ 2-10 2-10 2-10 2-10 4.25 9-6 9-2 9-2 9-2
5 2.75 4-5 4-5 4-5 4-5 4.50 9-6 8-8 8-8 8-8
3.00 4-1 4-1 4-1 4-1 4.75 9-6 8-3 8-3 8-3
3.25 3-10 3-10 3-10 3-10 5.00 9-6 7-10 7-10 7-10
4.50+ 3-11 3-7 3-7 3-7 5.25 9-6 7-8 7-6 7-6
6 3.00 5-9 5-9 5-9 5-9 5.50 9-6 7-8 7-2 7-2
3.25 5-4 5-4 5-4 5-4 5.75+ 9-6 7-8 7-0 7-0
3.50 5-0 5-0 5-0 5-0 10 4.50 11-8 11-0 11-0 11-0
3.75 4-8 4-8 4-8 4-8 4.75 11-8 10-5 10-5 10-5
5.25+ 4-8 4-8 4-3 4-3 5.00 11-8 9-11 9-11 9-11
7 3.25 7-3 7-3 7-3 7-3 5.25 11-8 9-6 9-6 9-6
3.50 6-9 6-9 6-9 6-9 5.50 11-8 9-6 9-0 9-0
3.75 6-4 6-4 6-4 6-4 5.75 11-8 9-6 8-7 8-7
4.00 6-1 5-11 5-11 5-11 6.00 11-8 9-6 8-3 8-3
4.25 6-1 5-7 5-7 5-7 6.25 11-8 9-6 7-11 7-11
4.50 6-1 5-5 5-5 5-5 6.50+ 11-8 9-6 7-11 7-10
6.25+ 6-1 5-5 5-5 5-0 11 5.00 13-11 12-3 12-3 12-3
8 3.50 8-10 8-10 8-10 8-10 5.25 13-11 11-9 11-9 11-9
3.75 8-3 8-3 8-3 8-3 5.50 13-11 11-4 11-2 11-2
4.00 7-9 7-9 7-9 7-9 5.75 13-11 11-4 10-8 10-8
4.25 7-9 7-3 7-3 7-3 6.00 13-11 11-4 10-2 10-2
4.50 7-9 6-10 6-10 6-10 6.25 13-11 11-4 9-9 9-9
4.75 7-9 6-6 6-6 6-6 6.50 13-11 11-4 9-7 9-5
5.00 7-9 6-3 6-3 6-3 6.75 13-11 11-4 9-7 9-2
7.00+ 7-9 6-3 6-3 5-8 7.00 13-11 11-4 9-7 8-10
7.25+ 13-11 11-4 9-7 8-8
15-14 2017
15.5.3 Length of Splices for Compression Bars
TABLE L
Size #4 #5 #6 #7 #8 #9 #10 #11
Beams 1’-3” 1’-7” 1’-11” 2’-3” 2’-6” 2’-10” 3’-3” 3’-7”
Tied Columns 1’-1” 1’-4” 1’-7” 1’-10” 2’-1” 2’-5” 2’-8” 3’-0”
Spiral Columns 1’-0” 1’-3” 1’-5” 1’-8” 1’-11” 2’-2” 2’-5” 2’-8”
15.6 Marking of Bars for Bar Lists
Bars shall be marked consecutively, beginning with the number one (1), through each
structural unit. A structural unit, such as an abutment, includes all concrete subdivisions
(abutment footing, abutment stem, wingwall footing, wingwall stem, etc.) which together
comprise the entire unit. In the bar list, structural units are to be identified by a general
heading (e.g., Beginning Abutment). Appropriate subheadings shall also precede the listing
of bars in each subdivision (e.g., Wingwall 1, Beginning Abutment Stem). When a
subdivision is still further divided into more than one concrete placement, the listing of bars
in each placement shall also be preceded by appropriate identification (e.g.,
Beginning Abutment Stem, Placement 1).
Typical bar marks shall specify the bar size, structural unit the bar originates in, whether the
bar is plain, epoxy coated (E), galvanized (G), stainless steel (S) or chromium (C) and the
bar number.
Exception: The dowels between all types of Permanent Concrete Traffic Barrier and
Parapet for Structures and the structural slab or U-wingwall shall not be listed in the
structural slab or wall bar list even though the bars originate in the slab or wall. These bars
are to be paid for in the traffic barrier item and placed in the standard bar list table. These
bars shall not appear in the superstructure slab bar list. The reason for this policy is that the
bars associated with all types of Permanent Concrete Traffic Barrier and Parapet will
change if the contractor chooses the precast option for the barrier. See Notes 111 and 112
in Section 17.3.
In applying the bar marks where two or more structure units are involved, such as two or
more similar abutments, piers, spans, etc., it is desirable that the same bar marks be applied
to bars in similar locations in the structure unit. The fact that two bars lying in different
structure units may have the same bar mark but have different lengths, or they may have the
same length but have different sizes, or any combination of these factors will not be
confusing to the fabricator due to the practice of providing a separate bar list, properly titled,
for each structure unit.
For varying length bars, give minimum, maximum and average lengths of bars. Give number
of sets of bars, even if the number of sets is one.
2017 15-15
15.7 Footing Reinforcement
Footing reinforcement shall be designed for the applied loads, but the following minimum
requirements shall be provided to maintain the integrity of the footing in the event of seismic
loading:
The bottom reinforcement mat in footings with piles shall be placed 2” clear above the tops
of the piles. In special cases, where design requirements dictate and the pile pattern
permits, the bars may be located between piles. In this case, a minimum clear distance of 3”
shall be maintained between the reinforcing bars and the piles. The vertical
compression reinforcement of all abutment stems and walls shall be doweled into the
footing. These dowels shall have 90° hooks on the bottom end. Use Table C (Hooked
Dowels In Tension) of Section 15.5.1 for required embedment length.
Minimum reinforcement shall be as per NYSDOT LRFD Bridge Design Specifications
thermal and shrinkage requirements §5.10.8.
15.8 Abutment Reinforcement
The top layer of bridge seat reinforcement for steel girder, prestressed concrete I-beams,
and spread prestressed concrete box beams shall be #8 bars at 6”. For adjacent
prestressed concrete box and slab unit structures, the top layer of bridge seat reinforcement
shall be #8 bars at 8”.
Dowels on the compression side of the abutment stem shall have 90° hooks on the bottom
end. Use Table C (Hooked Dowels In Tension) of Section 15.5.1 for required embedment
length. Minimum reinforcement shall be as per NYSDOT LRFD Bridge Design Specifications
thermal and shrinkage requirements §5.10. 8.
The minimum reinforcement on non-exposed faces shall be #5 bars at 1’-6”. The entire
capacity of these bars shall be developed by embedment or lapping the bar.
15.9 Column Reinforcement
Lap splices shall not be located within the plastic hinge zones (NYSDOT LRFD Bridge
Design Specifications §5.10.11.4.1.d). Dowels shall extend at least ¼ of the column height
or 10 feet, whichever is greater. Splices in the vertical design reinforcement shall be
staggered. Vertical reinforcement shall be extended into the pier cap for the full embedment
length.
Continuous ties shall surround the vertical reinforcement. Ties shall be not less than #4 bars.
Spacing of lateral ties in the interior length of pier columns shall not exceed the least plan
dimension of the compression member or 1’-0”, whichever is less. In plastic hinge zones
vertical spacing of ties shall be as specified in NYSDOT LRFD Bridge Design Specifications
§5.10.11.4.1.d. All stirrups shall be provided with 135° hooks. When spirals are provided in
lieu of lateral ties, the pitch is as AASHTO specifies. Spirals shall stop at the level of the
footing or the capbeam and circular ties shall be used for a distance equal to ½ the greater
column plan dimension, but not less than 1’-3” into the footing or cap beam. In lightly
reinforced footings, where there would be minimal interference between the spiral and the
footing reinforcement, spirals may continue in lieu of the circular ties into the footing and the
cap beam. Lateral ties shall be as specified in NYSDOT LRFD Bridge Design Specifications
§5.10.11.4.1e.
15-16 2017
For seismic reasons, when a plinth is provided at the base of a column, the design vertical
reinforcement of the columns shall extend into the footing. Additional reinforcement in the
plinth may be required due to other design forces.
15.10 Pier Cap Reinforcement
The splices of top bars in the cap beam shall be staggered so no more than 50% of the bars
are spliced at one location. The splices shall be located in areas of low negative moment.
The splices of bottom bars in the cap beam shall be staggered so no more than 50% of the
bars are spliced at any one location. The splices shall be located in areas of low positive
moment.
When pier cap bars are spliced, the lap splices of the bars shall be in a vertical plane so the
bars will be in the proper position for attachment to stirrups. To accommodate this type of
splice, where more than one layer of reinforcement is required, it may be necessary to
increase the distance between the layers of reinforcement.
Capbeams with overhangs require special attention. Two cases need to be investigated
based on the geometry of the applied loads on the overhang region of the capbeam. First,
AASHTO requires that shear due to concentrated loads within a distance "d" (d = capbeam
depth) from the column face be included in the flexural design shear.
For capbeam cantilever ends where the fascia beam load falls within a distance "d" from the
column face, the actual behavior of the cantilever end may not be compatible with beam
theory and must be checked against the requirements of NYSDOT LRFD Bridge Design
Specifications §5.13.2.4, Special Provisions for Brackets and Corbels. An alternative
method to analyze such cantilever ends is the strut and tie method described in the
NYSDOT LRFD Bridge Design Specifications §5.13.2.4.2. Both the Bracket and Corbel and
the Strut and Tie methods recognize that direct shear is the primary behavioral mode
instead of flexure, and is resisted by tension reinforcement across the shear plane. As a
result of these methods, more reinforcement may be required in the top of the overhang than
would be required if a normal cantilevered beam is assumed.
15.11 Temperature and Shrinkage Reinforcement
Temperature and shrinkage reinforcement design shall be in accordance with NYSDOT LRFD
Bridge Design Specifications §5.10.8.
15.12 Protecting Reinforcement from Corrosion
Corrosion of reinforcing steel is a major concern for an aging infrastructure. Repairing and
replacing damaged concrete caused by rusting reinforcing steel requires time, money and
an imposition on the traveling public. There are technologies that slow or prevent this
corrosion but this protection comes at a price. A balance must be struck between the higher
initial cost of these technologies and the long term benefits of enhanced performance. As
such, use of these technologies should not be indiscriminately included where the costs
obviously outweigh the perceived benefit. However, the designer is encouraged to
investigate the applicability of these technologies and recommend their use where
appropriate.
2017 15-17
The designer has three choices available for protecting reinforcement: corrosion inhibitor,
coating the reinforcement (epoxy, galvanized) and corrosion resistant metal (stainless and
chromium steel). The decision of which protection(s) to specify is dependent on a variety of
factors including location within a structural element, cost, durability, ease of placement,
expected service life, and importance of the structure.
In general, uncoated (plain) steel is the most economical choice when the concrete
members provide adequate cover, and the reinforcement is not exposed to chlorides or
other severe environments. For most other applications, epoxy or galvanized reinforcement
is the proper choice.
Corrosion inhibitor, calcium nitrite, is an admixture which is added to the concrete. It is

effective in protecting black steel in concrete, but cracks in concrete allow chlorides to
bypass the calcium nitrite and attack the steel directly.
Epoxy and galvanizing are both effective protection techniques which extend the life of
concrete at a nominal cost. Galvanized rebar has the advantage of equivalent bond to black
rebar, and uses the same lap, anchorage, and development lengths.
Chromium steel (AASHTO MP18) is a corrosion resistant metal which is much less
expensive than stainless steel, but is less corrosion resistant than stainless steel. It is a
high strength steel, grade 100, but when used with mechanical couplers can only be
regarded as grade 75.
Stainless steel is a corrosion resistant metal which will give 100 years or more of service life.
Stainless steel is grade 75.
Although there are situations where use of more durable reinforcing steel may be justified,
the engineer must remember that the situations where epoxy-coated, galvanized and plain
bars are the better choice are far more common. Use of stainless steel is unnecessary in
concrete members that have adequate cover, no exposure to chlorides, and corrosion
protection methods are used such as low-permeability concrete or corrosion inhibitors.
Table 15-2 compares approximate current cost ratio estimates for reinforcing bars at the
time of publication using plain reinforcing bars as a base. Please note that prices change
over time and vary by geographic location. Designers should check current prices when
cost is a consideration.
Bar Protection Type In-Place Cost Ratio
Stainless Steel 2.5
Chromium Steel 1.5
Galvanized 1.2
Epoxy Coated 1.1
Plain 1.0
Table 15-2 Approximate Reinforcement Cost Comparison
15-18 2017
Table 15-3 illustrates the expected service life for the different types of reinforcing bars in
conventional concrete with standard cover exposed to a corrosive environment:
Bar Protection Type Expected Service Life (years)
Stainless Steel 100+
Chromium Steel 50-75
Galvanized 40
Epoxy Coated 40
Plain 20
Table 15-3
Expected Service Life
These values are approximate and are based on information obtained from industry sources,
university research studies, and professional journals.
15.12.1 Epoxy-Coated Reinforcement
Epoxy-coated reinforcement is the most frequently used type of corrosion protected

reinforcement. Extra care is required during placement of epoxy coated reinforcement. Repair
is required of epoxy coating that is damaged before or during placement. If there is a mix of
uncoated and coated reinforcements in the same structural element, epoxy coated
reinforcement is the preferred alternative.
15.12.2 Galvanized Reinforcement
Galvanized reinforcement may be used anywhere corrosion protected reinforcement is

required as long as it is not mixed with black bars in the same structural element,
except where specifically shown on the BD sheets. When black bars are used in
the same element with galvanized bars, the zinc on the galvanized bar sacrifices itself to
protect the black bar. This results in a reduced service life after the zinc is consumed and
corrosion and spalling can develop.
Galvanized bars shall not be used in prestressed beams. The current standard is to use
calcium nitrite corrosion inhibitor in prestressed elements, which negates the need for other
corrosion protection measures.
The standards for reinforcing bars are given in ASTM A615 and A996. These documents
include the minimum dimensions for bending the various diameters and grades of bars.
Unfortunately, some of these dimensions are not suitable for galvanized reinforcing bars. The
bends sometimes have microcracking that is exacerbated by the galvanizing process,
resulting in reinforcing that can be broken by hand.
The standard bends for galvanized reinforcing bars are given in ASTM A767. Development
length and lap splice requirements are similar to plain bars.
2017 15-19
Table 15-4 gives the minimum bend diameters that shall be used for detailing reinforcing
when galvanized reinforcing is specified. The bar list program (Barlist.EXE) will account for
these changes when the bar is coded as galvanized.
For galvanized bar sizes up to and including #6 the bend diameter for end hooks is the
same. Because of this, no change will be required for most bridge deck applications of
galvanized reinforcing.
Seismic Stirrup
End Hook Stirrup or Tie Hooks
or Tie Hooks
180 90 135 90 135

Bar
Bar Size A or G J A or G A or G H A or G A or G H
Diameter
English
3 0.375 5 3 6 4 2.5 4 4.5 3
4 0.5 6 4 8 5 3 5 5 3
5 0.625 7 5 10 6.5 3.75 6.25 6.5 3.75
6 0.75 8 6 12 8 4.5 12 8 4.5
7 0.875 11 8.75 15 10.25 5.5 15 10.25 5.5
8 1 13 10 17 11.5 6.5 17 11.5 6.5
9 1.128 15 11.75 19
10 1.27 17 13.25 22
11 1.41 19 14.75 24
14 1.693 27 21.75 32
18 2.257 36 28.5 41
Table 15-4
Hooks for Galvanized Bars (in)
15.12.3 Stainless Steel Reinforcement
The use of stainless steel reinforcement is mandated in situations shown below. In all other
cases, use of stainless steel reinforcement requires approval by the DCES due to its
substantial cost and will be considered on a case by case basis. Bends, development
length, and lap splice requirements are the same as plain bars. Stainless steel
reinforcement is applicable to every situation.
15-20 2017
Stainless steel reinforcement is appropriate when the added durability reduces cost, either
long-term or during construction. This can occur when environmental conditions are
particularly severe, when the cost of repairs is unusually high, due to heavy traffic or
construction conditions, when design of concrete sections as uncracked under service load
is not feasible and when cover is less than standard. In these situations stainless
steel reinforcement will continue to be effective because it will not corrode. Situations
where stainless steel bars or equal shall be used are:
• Concrete decks with high-volume (Two-way AADT = 50,000±, One way AADT =
25,000±) roadways where the additional cost for more durable reinforcement is
outweighed by the future costs associated with traffic delays, safety of the workers
and traveling public and costs to businesses served by that roadway
• Extreme environments such as a substructure located in or near a body of salt water
or highly corrosive industrial area.
• Exposed areas of a pier cap beam beneath an expansion joint.
15.12.4 Chromium Reinforcement
Chromium reinforcement conforming to AASHTO MP18 is a high strength reinforcement that

has corrosion resistance due to the addition of chromium. It is grade 100, but when used
with mechanical couplers must be regarded as grade 75. Use of Chromium steel is limited to
situations where the beneficial properties of this material can be utilized and with DCES
approval.
15.12.5 Protection of Reinforcement in Concrete Elements

Corrosion-resistant reinforcement shall be used for the faces of concrete elements that are
exposed to chlorides. It is typically not necessary to use corrosion-resistant reinforcement in
the rear faces of retaining walls and abutments. A concrete element face is considered to be
exposed to chlorides as described below.
1. Footings immersed in seawater are considered to be exposed to chlorides on all faces. All
other footings are not considered to be exposed to chlorides.
2. Reinforcement extending from the footing into concrete elements shall be considered
exposed to chlorides if that concrete element face is also considered exposed to chlorides.
3. A concrete element face is considered exposed to chlorides from water containing de-
icing salts if the concrete element is located under:
• an open steel grating deck.

• any bridge deck joint system.
• a bridge deck with an open railing.
Exception: The primary longitudinal reinforcement in cap beams of piers shall not have an
epoxy coating. This exception is made to improve the bond between the reinforcement and
concrete for better crack control. Shear and vertical reinforcement shall follow the normal
criteria. When corrosion protection is warranted, use either chromium reinforcement or
stainless steel reinforcement.
2017 15-21
4. A concrete element is considered to be exposed to chlorides from splash or spray of water

containing de-icing salts from the roadway below if the concrete element is located within
30 feet horizontally of the edge of the under roadway pavement. Exception: If the
concrete element is tall, reinforcing bars beginning with the first splice at 16 feet or higher
above the pavement are not considered to be exposed.
5. A concrete element is considered to be exposed to chlorides from splash or spray of

seawater if the concrete element is located within 30 feet horizontally of the edge of
seawater at mean high water or, within 100 feet horizontally of the edge of seawater if
large waves frequently exceed the mean high water level. Exception: If the concrete
element is tall, reinforcing bars beginning with the first splice at 16 feet or higher above
mean high water are not considered to be exposed. The height shall be increased to 50
feet above mean high water where large waves frequently exceed the mean high water
level.
6. All concrete elements immersed in seawater are considered to be exposed to chlorides

on all faces.
15.13 Reinforcing Bar Lists
Contract Plans shall include reinforcing bar lists, except for those contracts that are
designated as no bar list contracts. These contracts shall include Section 17.3, Note 117.
15.14 Drilling and Grouting
There are three basic types of specifications available for use when drilling and grouting of
anchor rods (bolts or reinforcing bars) is required. The basic types are Drilling and Grouting
Bolts or Reinforcing Bars, Drilling and Grouting Bolts or Reinforcing Bars with Pullout Test
and Drilling and Grouting Bolts, Overhead or Sustained Tension, with Pullout Test. Each
type of specification has the option of using Non-Destructive testing to locate existing
reinforcement inside the concrete. Non-Destructive testing to locate existing reinforcement
will be required when it is deemed that cutting through the reinforcement will be detrimental
to the functioning of the structure.
Several factors play a role in determining embedment depths including edge distances and
bar spacing and manufacturers recommendations. If a designer has a question on how to
apply these factors when drilling and grouting is required, it is recommended that designers
consult with the Office of Structures Standards Unit. It should be noted that the length
provided on the plans is for estimating purposes only and the actual length provided in the
field will be determined by the specific grout manufacturer. Note 106 shall be placed on the
plans whenever an embedment depth for drilling and grouting is specified in the plans.
15-22 2017
Specification 586.0201 or 586.0202 shall be used when it is determined that proof load
testing is not required, and where there are no sustained tensile loads and/or overhead
applications. Some examples of where proof load testing of anchor rods is not required
include:
1. Rods are in compression under all load cases.

2. Anchorage of temperature and shrinkage steel
3. Resisting shear forces only
4. Used to tie an existing wall to a new one.
Specification 586.0301 or 586.0302 shall be used when it is determined that anchor rods may
see a temporary tensile load but there are no sustained tensile loads and/or suspended from
overhead applications. Proof load testing is required. Proof load testing is defined as random
pullout testing of installed anchor rods and can only be performed on straight rods. The
testing equipment can not fit over bent bars. Some examples of where proof load testing is
required for this specification include the following:
1. Attaching bridge railing.

2. Inserting anchor rods into an existing footing and splicing to vertical reinforcing bars
for a new column.
3. Anchoring bearings that could be subjected to uplift.
4. Attaching signs to fascias of bridges.
Specification 586.0401 or 586.0402 shall be used for sustained tensile load and/or overhead
applications including any vertical applications where failure would result in risk or injury to
the public. Proof load testing is required. These specifications eliminate the option of using
§701−07 Anchoring Materials – Chemically Curing. Contact the Office of Structures Bridge
Standards Unit for additional guidance when requiring this specification.
2017 15-23
Section 16
Estimate of Quantities
16.1 General
The Engineer’s Estimate is the Department’s estimate of the construction cost of the project.
The bridge estimate is an important component of that estimate and the contract plans for
many reasons. Besides providing a list of quantities to the contractor, the estimate also provides
some very important internal information to the Department. By breaking down the materials and
tasks required for a bridge into measurable standard units and then dividing the bid price by the
number of units, it is possible to establish a “per-unit” cost for each item bid for that particular
project. These “per unit” costs are averaged with the “per-unit” costs from other similar
projects. These averages can then be applied to future projects to estimate the bid price.
Once these averages are well established, they can be used to determine the most cost efficient
design between competing alternates. As an example, a determination could be made whether
two continuous shorter spans with a pier are more economical than a single longer span bridge.
Since there is usually some highway approach work associated with a bridge project, the bridge
estimate in most cases is only a part of the larger project estimate. The total project estimate is
usually coordinated by the functional area having overall project management responsibility or
responsibility for the highway portion of the project estimate.
All estimate calculations, and any sketches associated with them, shall be verified and
preserved as part of the design computations. Estimate of Quantities workup computation
sheets shall be provided to the Regional Structures Engineer at the time of the PS&E
submission. Further information regarding estimates can be found in Section 14.2.5, Bridge
Quantity Measurement File, and in Chapter 21 of the Highway Design Manual.
16.2 Precision Versus Practicality
It is important to consider the items being estimated and the relative amount of precision
required for that item. For example, it may be necessary to estimate a certain item, such as a
concrete placement, to the nearest tenth cubic yard in a concrete table, while it may be
unnecessary to apply this level of accuracy to a less precise item such as earthwork items.
Table 16-1 is a sample list of the desired level of precision for the Estimate of Quantities Table.
16.3 Utility Share of Bridge Estimate
It is common for bridges to carry utility lines (water or natural gas pipes, telephone or electrical
lines, etc.) in addition to vehicular and pedestrian traffic. These projects may have separate
utility shares in the Engineer’s Estimate. See Section 7.5 for more information on utility shares.
2017 16-1
ITEM UNITS Level of Accuracy
Select Structure Fill Cubic Yards Round to the nearest 5 cubic yards
Steel H-Piles Foot Round to the nearest foot
Perm. Steel Sheet Piling Square Foot Round to nearest square foot
Round to nearest cubic yard (to nearest

Concrete for Structures Cubic Yard
tenth in a placement table)
Structural Steel Pound Round to the nearest 100 lbs
Armored Joint System Foot Round to nearest foot
Perm. Conc. Traffic Barrier Foot Round to the nearest foot
Type E.B. Bearings Each Give exact number required
Reinforcing Steel Pound Round to nearest pound
Stone Bridge Curb Foot Round to nearest foot
Table 16-1
Precision for Estimate of Quantities
16.4 Lump Sum Price Analysis
For items designated as “Lump Sum” items, there is no “per-unit” cost. In this case, a logical
procedure for determining the estimated cost must be included in the design folder and kept
for future reference.
Although structural steel is estimated on a lump sum basis, the amount of steel shall be stated
on the plans in pounds. The total weight of beams, diaphragms, angles, and gusset plates are
accounted for by totaling the volume of these components and then multiplying by 490 lb/ft3
(unit weight of steel). Additionally, the total weight shall be increased by 3% to account for the
weight of welds and bolts and then rounded to the nearest 100 lbs.
16.5 Alternate Bid Procedure
Periodically, a major structure may require that two competing design alternates be prepared
(e.g., prestressed concrete vs. steel superstructures). Since the designs may be quite
dissimilar, separate estimates for each design shall be prepared for bid. Further information
on alternate bid procedures is available in Chapter 21 of the Highway Design Manual.
16-2 2017
Section 17
Standard Notes
17.1 Introduction
Standard notes are an important element of a complete PS&E package since they provide
necessary additional information for a project that cannot easily be included in a detail
drawing. Standard notes are included in the contract proposal or included in the contract
plans. This section presents a compilation of standard notes and serves as a guide for their
use.
The use of standard notes is intended to further explain or provide information in the contract
plans. While the use of standard notes is necessary and appropriate, designers are cautioned
against overuse. Instead of presenting an excessive list of every possible standard note
because they might apply on a particular project, designers need to carefully evaluate each
of the standard notes compiled in this section for its need and applicability. The goal is to
present a list of notes on the plans that is no less and no more than what is required.
The Standard Notes to be placed into the proposal have been moved to Section 17.3, they
include notes concerning waterproof membranes and notes to add for bridges over
navigable waterways. Further information on the use of notes can be found in Chapter 21 of
17.2 Preliminary Notes
For all projects where the hydraulic opening for the feature crossed is a significant factor, a
Hydraulic Table is required on the plans. The following table shall be shown on the
Preliminary and on the General Plan and Elevation drawing in the final bridge plans:
HYDRAULIC DATA
Basic Design
Drainage Area = (sq. miles)
Flood Flood
Recurrency Interval (yrs.) 100 50
Peak discharge (ft3/s)
Existing
High Water Elevation @ Pt. of Max. Backwater
Proposed
Avg. Velocity Thru Structure (ft/s)
Scour Analysis: Minimum Channel El. ft.
2017 17-1
Q100 Q100 Q500 Q500

Scour Scour Scour Scour
Depth Elev. Depth Elev.
(ft.) (ft.) (ft.) (ft.)
Begin Abutment
Pier
End Abutment
Scour depth is measured from minimum channel elevation.
For projects requiring the use of a temporary bridge to cross the waterway, Note P1 shall be
completed and placed directly under the Hydraulic Table. Note P2 is to be used only when a
hydraulic analysis permits.
P1. THE PROPOSED TEMPORARY STRUCTURE SHALL PROVIDE A MINIMUM CLEAR

OPENING OF _____ FT PERPENDICULAR TO THE FLOW WITH A MINIMUM
ACCEPTABLE LOW BEAM ELEVATION OF _____. A MINIMUM CLEAR WATERWAY
AREA OF ______ FT2 IS REQUIRED BELOW THE MINIMUM LOW BEAM ELEVATION.
P2. AS AN ALTERNATE TO THE MINIMUM CLEAR 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 ______ FT2 IS REQUIRED BELOW ELEVATION
______.
The following note shall be placed directly under the Hydraulic Data Table for Three- and
Four-Sided Structures:
P3. THE PROPOSED STRUCTURE SHALL HAVE A MINIMUM HYDRAULIC AREA OF ______
FT2 BELOW THE DESIGN HIGH WATER ELEVATION OF ______ AT THE UPSTREAM
FASCIA OF THE STRUCTURE. THIS AREA SHALL BE MEASURED PERPENDICULAR TO
THE FLOW. THE MINIMUM CLEAR SPAN SHALL BE ______ FT PERPENDICULAR TO
FLOW; A CLEAR SPAN EXCEEDING THIS BY MORE THAN 10% SHALL REQUIRE THE
CONCURRENCE OF THE REGIONAL HYDRAULICS ENGINEER OR THE OFFICE OF
STRUCTURES HYDRAULIC ENGINEERING UNIT.
17-2 2017
Standard Notes
17.3 General Notes
The following is a compilation of the standard notes that are usually placed on the General
Notes sheet and the Superstructure Slab sheet of the contract plans. Standard notes to be
placed on the plans are in bold upper case font. Commentary and advice to designers are in
normal lower case font. Notes are numbered here for reference purposes, but they shall not
be numbered on the plans.
An index of the standard note numbers is given below:
NOTES NUMBERS
GENERAL NOTES SHEET
General Notes 1 - 19
Foundation Notes 25 - 30
Substructure Notes 35 - 40
Cofferdam and Hydraulic Notes 45 - 56
Superstructure Notes 60 - 84
Fracture Critical Member Notes 85 - 88
Additional Steel Construction Notes 89 - 94
Prestressed Concrete Beam Notes 95 - 98
Superstructure Slab Notes 105 - 117
Removal Notes 120 - 129
Reconstruction Notes 135 - 164
Structural Slab Concrete Overlay Notes 170 - 177
Miscellaneous Notes 180 - 197
Prefabricated Modular Deck Beam Element Notes 205 - 222
SUPERSTRUCTURE SLAB SHEET
Deck Placement Notes 230 - 245
Stage Construction Notes 250 - 261
2017 17-3
17-4 2017
Standard Notes
GENERAL NOTES SHEET
1. GENERAL NOTES
In the following notes, insert the month and year of the PS & E:
2. DESIGN SPECIFICATIONS: NYSDOT LRFD BRIDGE DESIGN SPECIFICATIONS WITH

ALL PROVISIONS IN EFFECT AS OF _________ (FOR DESIGN PURPOSES,
COMPRESSIVE STRENGTH OF CONCRETE FOR SUBSTRUCTURES AND DECK
SLABS AT 28 DAYS: f'c = 3000 psi.)
or
4. DESIGN SPECIFICATIONS: NEW YORK STATE DEPARTMENT OF TRANSPORTATION

STANDARD SPECIFICATIONS FOR HIGHWAY BRIDGES WITH ALL PROVISIONS IN
EFFECT AS OF __________. (FOR DESIGN PURPOSES, COMPRESSIVE STRENGTH
OF CONCRETE FOR SUBSTRUCTURES AND DECK SLABS AT 28 DAYS:
f'c = 3000 psi.)
One of the following live load notes are to be used for new and replacement bridges. On
superstructure replacements, the existing substructures shall not be upgraded solely to
accommodate these live load criteria.
5. LIVE LOAD: AASHTO HL - 93 AND NYSDOT DESIGN PERMIT VEHICLE.

(Use for bridges designed by the NYSDOT LRFD specifications.)
or
6. LIVE LOAD: HS25 OR TWO 24,000 LB AXLES SPACED 4 FEET ON CTRS.

(Use only for the rehabilitation of bridges carrying Interstate highways designed with
NYSDOT Standard Specifications for Highway Bridges.)
or
7. LIVE LOAD: HS25

(Use only for the rehabilitation of all other highway bridges designed with NYSDOT
Standard Specifications for Highway Bridges.)
8. THE TEMPORARY STRUCTURE SHALL BE DESIGNED IN ACCORDANCE WITH THE

CURRENT NYSDOT LOAD AND RESISTANCE FACTOR DESIGN (LRFD) BRIDGE
DESIGN SPECIFICATIONS FOR A DESIGN LIVE LOAD OF HL-93. ALTERNATIVELY,
THE TEMPORARY STRUCTURE MAY BE DESIGNED IN CONFORMANCE WITH THE
STANDARD SPECIFICATIONS FOR HIGHWAY BRIDGES FOR A DESIGN LOAD OF
HS20.
2017 17-5
Use the following two notes for structures carrying railroads.
9. DESIGN SPECIFICATIONS: CURRENT AMERICAN RAILWAY ENGINEERING AND

MAINTENANCE ASSOCIATION MANUAL FOR RAILWAY ENGINEERING.
10. RAILROAD LIVE LOAD: COOPER E80.
Use the following note for structures carrying or over a railroad.
11. THE CONTRACTOR'S ATTENTION IS DIRECTED TO SUBSECTION 105-09, WORK

AFFECTING RAILROADS, OF THE STANDARD SPECIFICATIONS.
12. CONSTRUCTION AND MATERIALS SPECIFICATIONS: STANDARD SPECIFICATIONS,

CONSTRUCTION AND MATERIALS, NEW YORK STATE DEPARTMENT OF
TRANSPORTATION, OFFICE OF ENGINEERING.
13. DETAILS ON THE DRAWINGS LABELED AS “NOT TO SCALE” ARE INTENTIONALLY

DRAWN NOT TO SCALE FOR VISUAL CLARITY. ALL OTHER DETAILS FOR WHICH
NO SCALE IS SHOWN ARE DRAWN PROPORTIONAL AND ARE FULLY
DIMENSIONED.
14. ALL SHOP DRAWINGS SUBMITTED FOR THIS PROJECT SHALL BE IN US

CUSTOMARY UNITS.
Maintenance Guideline Note (use for new and replacement contracts):
15. THIS BRIDGE SHALL BE MAINTAINED IN ACCORDANCE WITH THE GUIDELINES

CONTAINED IN THE CURRENT EDITION OF THE AASHTO MAINTENANCE MANUAL
FOR ROADWAYS AND BRIDGES.
Maintenance Guideline Note (use for rehabilitation contracts):
16. THIS BRIDGE, INCLUDING EXISTING ELEMENTS AND THOSE REPAIRED OR

REPLACED UNDER THIS CONTRACT, SHALL BE MAINTAINED IN ACCORDANCE
WITH THE GUIDELINES CONTAINED IN THE CURRENT EDITION OF THE AASHTO
MAINTENANCE MANUAL FOR ROADWAYS AND BRIDGES.
The following asbestos caution notes shall be used when materials containing asbestos exist
on a bridge and are not to be disturbed or removed:
17. THE CONTRACTOR IS CAUTIONED THAT MATERIALS CONTAINING ASBESTOS ARE

BELIEVED TO EXIST AT VARIOUS LOCATIONS ON OR IN CERTAIN STRUCTURES OF
THIS CONTRACT. THESE MATERIALS WERE NOTED ON THE ORIGINAL CONTRACT
PLANS OF THE STRUCTURES AND/OR DURING FIELD INSPECTIONS.
17-6 2017
Standard Notes
18. UNLESS OTHERWISE INDICATED ON THE PLANS, WORK TO BE PERFORMED

UNDER THIS CONTRACT DOES NOT REQUIRE THE DISTURBING, DESTRUCTION
OR REMOVAL OF ANY KNOWN MATERIALS CONTAINING ASBESTOS. UNLESS
OTHERWISE INDICATED ON THE PLANS, IT IS THE EXPRESS INTENT OF THIS
CONTRACT THAT THESE MATERIALS NOT BE DISTURBED IN ANY WAY.
SHOULD THE CONTRACTOR BE FORCED TO DISTURB IN ANY WAY ANY SUCH
MATERIALS, THE CONTRACTOR SHALL FIRST BE FAMILIAR WITH INDUSTRIAL
CODE RULE 56 OF THE N.Y.S. DEPARTMENT OF LABOR. THE CONTRACTOR
SHALL ALSO OBTAIN WRITTEN PERMISSION OF THE REGIONAL DIRECTOR
OF TRANSPORTATION BEFORE PROCEEDING.
The following note shall be placed on the General Plan of each bridge which is in proximity to
high voltage (600 volts or more) electric lines or systems:
19. HIGH VOLTAGE ELECTRICAL LINES ARE IN PROXIMITY TO THIS BRIDGE. REFER TO
SUBSECTION 107-05 OF THE STANDARD SPECIFICATIONS FOR CONTRACTOR
SAFETY REQUIREMENTS.
20. THE LOAD RATINGS ARE IN ACCORDANCE WITH THE AASHTO MANUAL FOR
BRIDGE EVALUATION.
25. FOUNDATION NOTES
Indicate on the Contract Plans those notes recommended by the Foundations and
Construction Unit in the "Foundation Design Report" (FDR).
26. ALL PLACEMENTS OF SELECT STRUCTURE FILL, ITEM 203.21, SHALL BE

COMPACTED TO 95 PERCENT OF STANDARD PROCTOR MAXIMUM DENSITY.
27. WHERE PILES ARE TO BE PLACED THROUGH THE EMBANKMENT (6 INCH TOPSIZE),
THE EMBANKMENT SHALL BE COMPACTED TO 95 PERCENT OF STANDARD
PROCTOR MAXIMUM DENSITY.
28. HIGHWAY EMBANKMENT MATERIAL (FROM HIGHWAY ESTIMATE OR FROM

STRUCTURE EXCAVATION BACKFILL) AND SELECT STRUCTURE FILL, ITEM 203.21,
SHALL BE PLACED SIMULTANEOUSLY, IN CONTACT, ON BOTH SIDES OF THE
VERTICAL PAYMENT LINE.
29. THE COST OF WATER USED FOR COMPACTION OF SELECT FILL ITEMS SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR ITEM 203.1601 – APPLYING WATER
(INCLUDED IN THE HIGHWAY ESTIMATE).
The following note may be used in lieu of the previous note:
30. THE COST OF WATER USED FOR COMPACTION OF SELECT FILL ITEMS SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR ITEM 203.21 – SELECT STRUCTURE FILL.
2017 17-7
35. SUBSTRUCTURE NOTES
Use the following note when the deck slab is continuous over the backwall.
36. TOP OF BACKWALLS SHALL BE STEEL TROWEL FINISHED. TWO SHEETS OF SHEET
GASKET (TREATED BOTH SIDES), 728-06, SHALL BE PLACED ON THE TOP OF THE
BACKWALLS OF FIXED AND EXPANSION ABUTMENTS. PAYMENT SHALL BE
INCLUDED IN THE UNIT PRICE BID FOR THE APPROACH SLAB ITEM.
37. CLEANING CONCRETE EXPOSED TO VIEW:
If cleaning all or a portion of the substructure concrete is not required, as determined by the
Regional Office, the following special note shall be included in the plans for the structure. The
note shall be modified as required for use when only portions of piers or abutments will be
cleaned, or when a pier or abutment is cleaned and the other substructure elements are not.
38. THE PROVISIONS OF SECTION 555-3.11, CORRECTIVE FINISHING, WITH REGARD TO

REMOVING RUST STAINS FROM CONCRETE EXPOSED TO VIEW ARE WAIVED. RUST
STAINS SHALL NOT BE REMOVED FROM THE SUBSTRUCTURE ON THIS BRIDGE.
39. THE CONTRACTOR, WITH THE PERMISSION OF THE DCES, MAY ELECT TO
INTRODUCE CONSTRUCTION JOINTS IN THE ABUTMENTS AT LOCATIONS NOT
SHOWN ON THE PLANS. THESE CONSTRUCTION JOINTS SHALL BE PROVIDED
WITH SHEAR KEYS AND WATERSTOPS. VERTICAL CONSTRUCTION JOINTS
INTRODUCED IN THE BACKWALL SHOULD PREFERABLY BE PLACED MIDWAY
BETWEEN THE PEDESTALS.
40. THE COST OF ALL MATERIAL AT EACH CONSTRUCTION JOINT, CONTRACTION

JOINT AND CONCRETE EXPANSION JOINT SHALL BE INCLUDED IN THE UNIT
PRICES BID FOR THE VARIOUS ITEMS OF THE CONTRACT, UNLESS OTHERWISE
SPECIFIED ON THE PLANS.
45. COFFERDAM AND HYDRAULIC NOTES
46. SHOULD THE CONTRACTOR ELECT TO LAY BACK A PORTION OF THE EXISTING
EARTH ADJACENT TO AN EXCAVATION REQUIRING A COFFERDAM, ANY
REQUIRED EXTENSIONS OF THE COFFERDAM NECESSARY TO KEEP WATER FROM
ENTERING THE EXCAVATION SHALL BE FURNISHED AND PLACED AT NO COST TO
THE STATE.
47. WHERE A COFFERDAM IS USED, THE COST OF DEWATERING THE ENTIRE

EXCAVATION, REGARDLESS OF THE SOURCE OF WATER, SHALL BE INCLUDED IN
THE UNIT PRICE BID FOR THE COFFERDAM ITEM.
48. SHOULD FIELD CONDITIONS REQUIRE A CHANGE FROM THE TYPE OF COFFERDAM
SYSTEM CALLED FOR ON THE PLANS, THE ENGINEER-IN-CHARGE SHALL
CONTACT THE DCES FOR COORDINATION WITH APPROPRIATE AGENCIES TO
APPROVE THE CHANGE.
17-8 2017
Standard Notes
Include the following note on the contract plans when cofferdams are used with a tremie
system:
49. THE COFFERDAM AND TREMIE SYSTEM SHALL BE DESIGNED TO AUTOMATICALLY

FLOOD BY NON-MECHANICAL MEANS WHEN THE WATER ELEVATION EXCEEDS
___________.
Include the following notes on the contract plans as applicable:
50. IF MULTIPLE COFFERDAMS ARE REPLACED BY A SINGLE SYSTEM, AS PERMITTED

BY THE REGIONAL HYDRAULICS ENGINEER, PAYMENT SHALL BE BASED ON ALL
OF THE APPLICABLE COFFERDAM ITEMS INDICATED ON THE PLANS.
51. DEWATERING OF THE COFFERDAM SHALL BE ACCOMPLISHED BY PUMPING THE

WATER TO AN APPROVED UPLAND VEGETATED AREA OUTSIDE OF THE
STREAMBED AS SHOWN ON THE PLANS AND/OR APPROVED BY THE E.I.C.
TEMPORARY SOIL EROSION AND WATER POLLUTION CONTROL, SUCH AS STRAW
BALES OR APPROVED EQUAL, MAY BE REQUIRED AS DETERMINED BY THE
ENGINEER-IN-CHARGE. NO SETTLEMENT BASIN SHALL BE CONSTRUCTED.
52. THE CONTRACTOR SHALL HAVE THE OPTION OF INSTALLING A SEPARATE

COFFERDAM OR INCORPORATING THE PERMANENT SHEETING INTO THE
COFFERDAM ITEM.
53. IF THE CONTRACTOR ELECTS TO INCORPORATE THE PERMANENT SHEETING IN

THE COFFERDAM ITEM, THE CONTRACTOR SHALL BE REQUIRED TO PROVIDE ANY
ADDITIONAL BRACING REQUIRED TO STRENGTHEN THE PERMANENT SHEETING
SYSTEM AND PROVIDE ANY WORK NECESSARY TO RETURN THE PERMANENT
SHEETING TO ITS INTENDED FUNCTION AFTER THE COFFERDAM FUNCTION IS
COMPLETE.
The following three notes shall be provided to specify water elevations developed for use at
this location. They have been obtained by field observations from Regional forces at the time
of preparation of the Bridge Site Data submission and included in Bridge Data Sheet Part 2.
54. ORDINARY HIGH WATER IS ESTIMATED TO BE _____. THIS IS DEFINED AS THE

WATER SURFACE ELEVATION FOR THE MEAN ANNUAL FLOOD, WHICH IS THE
FLOOD THAT HAS A RECURRENCE INTERVAL OF 2.33 YEARS.
55. ORDINARY WATER IS ESTIMATED TO BE_______. THIS IS DEFINED AS THE HIGHEST

SURFACE WATER ELEVATION LIKELY TO BE ENCOUNTERED DURING ONE
CONSTRUCTION SEASON (OTHER THAN MAJOR FLOODS). IT IS ALWAYS LESS
THAN THE ORDINARY HIGH WATER ELEVATION AND IT IS USUALLY AN OBSERVED
ELEVATION RATHER THAN A COMPUTED ONE.
56. LOW WATER IS ESTIMATED TO BE ______. THIS WATER ELEVATION IS THE

NORMAL LOW WATER ELEVATION PREVALENT DURING ONE CONSTRUCTION
SEASON FOR MORE THAN 25% OF THE TIME. IT IS AN OBSERVED ELEVATION
RATHER THAN A COMPUTED ONE.
2017 17-9
60. SUPERSTRUCTURE NOTES
Use the following note to designate the type of structural steel to be used. Use ASTM
designations. If different types of structural steel are used for different components, modify
the note accordingly.
61. ALL STRUCTURAL STEEL SHALL CONFORM TO ASTM A709 GRADE ________.
If any portion of the structural steel is designed to be exposed weathering steel include the
following two notes. Coated portions of the structural steel shall meet the requirements of
the specific coating used.
62. THE STRUCTURAL STEEL FOR THIS BRIDGE INCLUDES CONTROLLED OXIDIZING
STRUCTURAL STEEL ASTM A709 GRADE 50W OR 70W AND HAS THE FOLLOWING
CLEANING REQUIREMENTS:
A. IN THE FABRICATION SHOP
GIRDERS SHALL BE BLAST CLEANED IN ACCORDANCE WITH SSPC-SP6
(COMMERCIAL BLAST CLEANING). HEAVY COATINGS OF OIL OR GREASE
SHALL BE REMOVED BEFORE BLASTING IN ACCORDANCE WITH SSPC-SP1
(SOLVENT CLEANING).
B. IN THE FIELD
THE OUTSIDE SURFACE OF THE FASCIA STRINGERS SHALL BE CLEANED SO
THAT ALL DIRT, GREASE, PAINT OR OTHER FOREIGN MATERIAL IS REMOVED
AT THE COMPLETION OF THE BRIDGE CONSTRUCTION. THE PURPOSE OF THE
CLEANING IS TO RETURN THE FASCIA SURFACES TO THE CONDITION IN WHICH
THEY LEFT THE FABRICATION SHOP.
63. THE COST OF CLEANING THIS STEEL IN THE FABRICATION SHOP AND THE FIELD
SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE VARIOUS STRUCTURAL
STEEL ITEMS IN THE CONTRACT.
One of the following painting notes shall be included in the notes for all bridges where some
portion of the structural steel is painted (even if it is just the ends of the beams). The Designer
shall designate color and provide the Federal Color Standard No. 595 number or Munsell
Book Notation number to which color conforms and indicate the area to the nearest 100 ft2:
64. THE STRUCTURAL STEEL FOR THIS BRIDGE SHALL BE COMPLETELY PAINTED.
FINISH COAT COLOR SHALL BE__________. THE COLOR SHALL CONFORM TO
__________. VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT.
THERE ARE__________SQUARE FEET OF PAINTED STRUCTURAL STEEL ON THIS
BRIDGE.
or
65. THE STRUCTURAL STEEL FOR THIS BRIDGE SHALL BE PARTIALLY PAINTED.
FINISH COAT COLOR SHALL BE __________. THE COLOR SHALL CONFORM TO
__________. VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT. THE
FOLLOWING PORTIONS OF THE STEEL SHALL BE PAINTED: ALL EXPOSED
SURFACES OF THE FASCIA STRINGERS INCLUDING ANY STIFFENERS OR
CONNECTION PLATES, AND __________. (Indicate any additional surfaces that are to be
painted). THERE ARE _________SQUARE FEET OF PAINTED STRUCTURAL STEEL ON THIS
BRIDGE.
17-10 2017
Standard Notes
or
FINISH COAT COLOR SHALL BE ___________. THE COLOR SHALL CONFORM TO
____________. VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT.
THE FOLLOWING PORTIONS OF THE STEEL SHALL BE PAINTED: ALL EXPOSED
SURFACES OF THE STRINGERS THAT ARE WITHIN A DISTANCE OF 1.5 TIMES THE
DEPTH OF THE GIRDER FROM THE BRIDGE JOINTS INCLUDING ANY STIFFENERS
OR CONNECTION PLATES. THERE ARE _________ SQUARE FEET OF PAINTED
STRUCTURAL STEEL ON THIS BRIDGE. (This note shall be used on jointed bridges
constructed of weathering steel where the steel is to be painted within a distance of 1.5 times
the depth of the girder from the joint or revised to describe the embedment depth of the
beams into integral or semi-integral abutments plus 1 foot. The designer shall indicate the
painting limits on the plans.)
or
FINISH COAT COLOR SHALL BE ___________. THE COLOR SHALL CONFORM TO
____________. VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT.
THE FOLLOWING PORTIONS OF THE STEEL SHALL BE PAINTED: ALL EXPOSED
SURFACES OF THE STRINGERS THAT ARE WITHIN A DISTANCE OF 1.5 TIMES THE
DEPTH OF THE GIRDER FROM THE BRIDGE JOINTS INCLUDING ANY STIFFENERS
OR CONNECTION PLATES AND ALL EXPOSED SURFACES OF THE FASCIA
STRINGERS INCLUDING ANY STIFFENERS OR CONNECTION PLATES. THERE ARE
_________ SQUARE FEET OF PAINTED STRUCTURAL STEEL ON THIS BRIDGE. (This
note shall be used on jointed bridges constructed of weathering steel where the steel is to be
painted within a distance of 1.5 times the depth of the girder from the joint and the fascia
girders are to be painted. The designer shall indicate the painting limits on the plans.)
The following note shall be placed on the plans when Galvanized Surfaces are to be painted:
68. ANY GALVANIZED SURFACES REQUIRED TO BE PAINTED SHALL BE PAINTED IN

ACCORDANCE WITH THE REQUIREMENTS OF SECTION 657 OF THE STANDARD
SPECIFICATIONS. FINISH COAT COLOR SHALL BE _________. THE COLOR SHALL
CONFORM TO _________. VIEWING SHALL BE DONE UNDER NORTH STANDARD
DAYLIGHT. THE COST OF THIS WORK SHALL BE INCLUDED IN THE UNIT PRICE BID
FOR ITEM __________. THESE SURFACES SHALL BE PAINTED IMMEDIATELY
AFTER GALVANIZING OR AFTER THE SURFACE HAS WEATHERED FOR AT LEAST
6 MONTHS. (Painting of any galvanized member shall only be used with the approval the
DCES. Painting of galvanized members is a difficult process that has been met with mixed
results. When the paint does not adequately adhere to the galvanization, the paint will start
to peel. This causes areas where moisture is trapped, leading to premature deterioration of
the galvanized member. In addition to the deterioration concerns, the paint failure causes a
less then aesthetically pleasing result. The designer shall designate color from Section
708-05 or either Federal Color Standard No. 595 number or Munsell Book Notation number
to which color conforms. In addition, the designer shall choose the proper pay item to cover
painting work of this type. Generally, if the project employs structural steel painting items,
galvanized surface painting costs can be included in those items. If not, the designer should
choose the most appropriate item; e.g., railing, downspout etc.)
2017 17-11
69. FOR THE VARIOUS LUMP SUM STRUCTURAL STEEL ITEMS IN THE CONTRACT, THE
"TOTAL WEIGHT FOR PROGRESS PAYMENT" IS AS FOLLOWS:
ITEM TOTAL WEIGHT FOR BIN
PROGRESS PAYMENT
______________ __________ POUNDS __________
______________ __________ POUNDS __________
THESE WEIGHTS SHALL BE USED IN DETERMINING PARTIAL PAYMENTS AND

PROGRESS. UNDER NO CIRCUMSTANCES SHALL THE "TOTAL WEIGHT FOR
PROGRESS PAYMENT" BE USED FOR FINAL PAYMENT PURPOSES. THE
CONTRACTOR IS ADVISED NOT TO USE THE "TOTAL WEIGHT FOR PROGRESS
PAYMENT" AS A BIDDING TOOL. DISCREPANCIES WHICH MAY OCCUR BETWEEN THE
TOTAL WEIGHT SHIPPED AND "TOTAL WEIGHT FOR PROGRESS PAYMENT" SHALL
NOT BE A BASIS FOR ADDITIONAL COMPENSATION.
One of the following notes shall be included with the superstructure for all bridges with steel
girders;
70. DIAPHRAGMS SHALL BE FABRICATED TO FIT GIRDERS ERECTED WITH THEIR

WEBS PLUMB FOR THE STEEL DEAD LOAD CONDITION, ALSO KNOWN AS STEEL
DEAD LOAD FIT (SDLF).
or
71. DIAPHRAGMS SHALL BE FABRICATED TO FIT GIRDERS ERECTED WITH THEIR

WEBS PLUMB UNDER FULL DEAD LOAD CONDITIONS, ALSO KNOWN AS TOTAL
DEAD LOAD FIT (TDLF).
If the structural steel is metalized, use the following four notes and note 76 below:
72. METALIZING NOTES:
73. ALL GIRDERS, INCLUDING BEARING STIFFENERS AND CONNECTION PLATES,

SHALL BE METALIZED FOR THEIR ENTIRE LENGTH AND THE METALIZING SHALL
BE PAID FOR UNDER ITEM 572.0002NN01.
74. STEEL COMPONENTS OF THE BRIDGE BEARINGS, INCLUDING THE SOLE PLATE
AND THE MASONRY PLATE, SHALL BE METALIZED AND THE METALIZING SHALL
BE INCLUDED IN THE UNIT PRICE BID FOR THE BEARING ITEMS.
75. ALL EXPOSED STEEL SURFACES ON DIAPHRAGMS AND SHIMS SHALL BE

METALIZED AND PAID FOR UNDER ITEM 572.0002NN01.
If the structural steel is galvanized, use the following notes:
76. GALVANIZING NOTES:
77. ALL STRUCTURAL STEEL FABRICATED UNDER ITEM 564.05XX SHALL BE HOT
DIPPED GALVANIZED UNDER ITEM 564.20010008 – HOT-DIP GALVANIZING OF
STRUCTURAL STEEL.
17-12 2017
Standard Notes
78. ALL BOLTS, NUTS, AND WASHERS SHALL BE GALVANIZED IN ACCORDANCE WITH
THE NEW YORK STATE STEEL CONSTRUCTION MANUAL.
79. GALVANIZING SHALL BE DONE PRIOR TO DRILLING OF HOLES OR AFTER SUB-

SIZING. AFTER GALVANIZING, HOLES SHALL BE DRILLED OR REAMED FULL SIZE
AS APPROPRIATE.
80. STUD SHEAR CONNECTORS SHALL BE WELDED PRIOR TO GALVANIZING.
81. REASONABLE ACCOMMODATIONS FOR THE PREVENTION OF WET STORAGE

STAINING (WHITE RUST) OF HOT-DIPPED GALVANIZED (HDG) MATERIALS SHALL
BE PROVIDED AT ALL TIMES. STORAGE OF HDG MATERIALS OUTDOORS SHOULD
BE AVOIDED IF POSSIBLE. STORAGE (OR SHIPPING) OF HDG MATERIALS IN
CONTACT WITH ONE ANOTHER SHALL BE AVOIDED. IF OUTDOOR STORAGE IS
UNAVOIDABLE, EXAMPLES OF REASONABLE ACCOMMODATIONS ARE AS
FOLLOWS: STORE MATERIALS OFF OF THE GROUND AWAY FROM ALL
VEGETATION, USE NON-RESINOUS WOODEN SPACERS TO ALLOW VENTILATION
AND AVOID MOISTURE BUILD UP, INCLINE MEMBERS TO ALLOW DRAINAGE.
EXAMPLES OF NON-RESINOUS WOODS ARE: POPLAR, ASH AND SPRUCE. WHITE
RUST THAT IS DETERMINED TO BE DETRIMENTAL TO THE INTENDED USE OF THE
MEMBER OR HAVE A NEGATIVE VISUAL IMPACT ON THE STRUCTURE SHALL BE
REPAIRED IN ACCORDANCE WITH THE NYS STEEL CONSTRUCTION MANUAL.
WHITE RUST THAT IS DETERMINED TO BE CAUSED BY IMPROPER STORAGE OR
SHIPPING OF HDG MATERIALS SHALL BE REPAIRED AT NO COST TO THE STATE.
The following notes A1 or A2 and note B shall be used when structural steel is to be erected.
Use note A1 if the girder fails the stability check or A2 if the girder passes the stability check
based on the results required by NYSDOT LRFD Blue Page 6.10.3.1a. :
83. STEEL ERECTION NOTES:
A1. THE CONTRACTOR SHALL PROVIDE FOR THE STABILITY OF STRUCTURAL

STEEL DURING ALL PHASES OF ERECTION AND CONSTRUCTION, AS
PROVIDED IN SUBSECTION 204 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM). THE GIRDERS ON THIS BRIDGE SHALL BE
STABILIZED DURING ERECTION BY USE OF FALSEWORK, TEMPORARY
BRACING, COMPRESSION FLANGE STIFFENING TRUSSES, CHOOSING
ALTERNATE PICKING POINTS, OR BY USE OF A HOLDING CRANE UNTIL A
SUFFICIENT NUMBER OF GIRDERS HAVE BEEN ERECTED AND CROSS
FRAMES INSTALLED. THE METHODS USED BY THE CONTRACTOR SHALL BE
DOCUMENTED ON THE ERECTION DRAWINGS WITH ALL SUPPORTING
STABILITY CALCULATIONS SUBMITTED AND STAMPED BY A LICENSED
AND REGISTERED NEW YORK STATE PROFESSIONAL ENGINEER AND
SUBMITTED TO THE DCES IN ACCORDANCE WITH THE SCM.
or
A2. THE CONTRACTOR SHALL PROVIDE FOR THE STABILITY OF STRUCTURAL

STEEL DURING ALL PHASES OF ERECTION AND CONSTRUCTION, AS
PROVIDED IN SUBSECTION 204 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM). THE METHODS USED BY THE CONTRACTOR
SHALL BE DOCUMENTED ON THE ERECTION DRAWINGS WITH ALL
SUPPORTING STABILITY CALCULATIONS SUBMITTED AND STAMPED BY A
LICENSED AND REGISTERED NEW YORK STATE PROFESSIONAL ENGINEER
AND SUBMITTED TO THE DCES IN ACCORDANCE WITH THE SCM.
2017 17-13
B. THE DESIGN OF THIS STRUCTURE ASSUMES THAT THE STRUCTURAL STEEL

IS COMPLETELY ERECTED BEFORE IT IS ALLOWED TO DEFLECT UNDER ITS
OWN DEAD LOAD. DEFLECTIONS INCURRED DURING THE VARIOUS STAGES
OF THE ERECTION METHOD ARE NOT CONSIDERED. THEREFORE, THE
ACTUAL ERECTION METHODS AND SEQUENCES EMPLOYED BY THE
CONTRACTOR MAY HAVE A SUBSTANTIAL EFFECT ON THE FINAL STEEL
PROFILE. THE CONTRACTOR SHALL BE RESPONSIBLE FOR TAKING ALL
NECESSARY COMPENSATORY ACTION TO ENSURE THAT THE FINAL
ALIGNMENT AND PROFILE OF THE ERECTED STEEL CONFORMS TO
SUBSECTION 1213, 1214, AND 1215 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM). ANY CORRECTIVE WORK NECESSARY TO
RE-POSITION PREVIOUSLY ERECTED STEEL TO ACHIEVE ACCEPTABLE
ALIGNMENT AND PROFILE MUST BE APPROVED BY THE DCES, AND SHALL
BE PERFORMED AT NO ADDITIONAL COST TO THE STATE.
84. IF THE CONTRACTOR ELECTS TO MOVE THE SPLICE LOCATION SHOWN ON THE
PLANS, IT IS THE CONTRACTOR’S RESPONSIBILITY TO HAVE A LICENSED AND
REGISTERED NEW YORK STATE PROFESSIONAL ENGINEER REDESIGN THE
SPLICE. COST OF REDESIGN TO BE INCLUDED IN THE STEEL BID ITEM.
85. FRACTURE-CRITICAL MEMBER NOTES
The following note shall be used when Fracture-Critical Members are used in new
construction. Designers shall also provide a table of fracture critical tension members on the
Contract Plans. The designer should consult with the Metals Engineering Unit to confirm which
items should be included in the table.
86. THIS STRUCTURE CONTAINS FRACTURE-CRITICAL MEMBERS. THESE MEMBERS

ARE IDENTIFIED ON THE PLANS. THE CONTRACTOR SHALL COMPLY WITH THE
APPLICABLE PROVISIONS OF SECTION 9 OF THE NEW YORK STATE STEEL
CONSTRUCTION MANUAL (SCM).
The following note shall be used when Fracture-Critical Members are present in a
rehabilitation project. Designers shall also provide a table of fracture critical tension members
on the Contract Plans. The designer should consult with the Metals Engineering Unit to
confirm which items should be included in the table.
87. THIS STRUCTURE CONTAINS FRACTURE-CRITICAL MEMBERS. THESE MEMBERS

ARE IDENTIFIED ON THE PLANS. IF REPAIRS TO THESE MEMBERS OR ADJACENT
MEMBERS NEED TO BE DONE, THE CONTRACTOR SHALL COMPLY WITH THE
APPLICABLE PROVISIONS OF SECTION 9 OF THE NEW YORK STATE STEEL
When a bridge is designed using a grid, three-dimensional or finite-element method of

analysis; and has diaphragms and/or bracing members acting as primary members (load
paths) with standard sized holes, the following note shall be placed on the plans to notify the
Contractor of the special requirements for fabrication and erection of the bridge.
88. THE STRUCTURE SHALL BE ASSEMBLED AS PER SECTION 1103.4.5 OF THE NYS
STEEL CONSTRUCTION MANUAL (SCM). COST SHALL BE INCLUDED UNDER THE
RESPECTIVE STRUCTURAL STEEL UNIT BID PRICE.
17-14 2017
Standard Notes
89. ADDITIONAL STEEL CONSTRUCTION NOTES
When a bridge is designed using a grid, three-dimensional or finite-element method of

analysis; and assumes the use of oversize holes for connection of the diaphragms and/or
bracing members the following note shall be placed on the plans.
90. DIAPHRAGMS (list) SHALL BE CONSIDERED AS PRIMARY MEMBERS. THE USE OF

OVERSIZED HOLES AS DESCRIBED IN STEEL CONSTRUCTION MANUAL SECTION
203.10 WILL BE PERMITTED FOR (list) DIAPHRAGMS. THE STRUCTURE HAS BEEN
DESIGNED ASSUMING THE USE OF OVERSIZED HOLES NEGATING THE NEED FOR
FULL SHOP ASSEMBLY AS PER SECTION 1103.4.5 OF THE NYS STEEL
The following note shall be included on steel viaduct and rigid frame bridge projects. The
designer shall consult with the Metals Engineering Unit to confirm which items in the list
require testing to meet minimum CVN values. Note: Fracture critical tension members must
be identified in a table on the contract plans, as they require higher CVN values.
91. IN ADDITION TO THE ITEMS LISTED IN §715-01, THE FOLLOWING ELEMENTS OF BIN
XXXXXXX SHALL BE FURNISHED TO MINIMUM CHARPY V-NOTCH FRACTURE
TOUGHNESS REQUIREMENTS:
 CANTILEVER BRACKETS AND TIE PLATES
 BENT COLUMNS AND BRACING SUBJECT TO TENSION
The following note shall be included on steel arch bridge projects. The designer shall consult
with the Metals Engineering Unit to confirm which items in the list require testing to meet
minimum CVN values. Note: Fracture critical tension members must be identified in a table
on the contract plans, as they require higher CVN values
 ARCH RIB FLANGE AND WEB PLATES SUBJECT TO TENSILE STRESS
 ARCH RIB SPLICE PLATES
 HANGERS
 ARCH RIB LATERAL BRACING
2017 17-15
The following note shall be included on steel movable bridge projects. The designer shall
consult with the Metals Engineering Unit to confirm which items in the list require testing to
meet minimum CVN values. Note: Fracture critical tension members must be identified in a
table on the contract plans, as they require higher CVN values.
 TENSION FLANGES AND WEBS PLATES OF BASCULE GIRDERS
 CANTILEVER BRACKETS AND TIE PLATES
 SPLICE PLATES
 VERTICAL GUSSET PLATES
 TOP AND BOTTOM LATERAL BRACING
 SWAY FRAMES
 END PORTAL FRAMES
 TENSION COMPONENTS OF LIFTING BOXES AND LIFTING FRAMES
The following note shall be used when preparing structural plans:
94. DIMENSIONS FOR THICKNESSES OF STEEL ROLLED ANGLE SHAPES AND

STRUCTURAL TUBING ARE SHOWN ACCORDING TO THE AISC MANUAL.
95. PRESTRESSED CONCRETE BEAM NOTES
96. THE CONTRACTOR MAY PROPOSE DEBONDING OF PRETENSIONING STRANDS

FOR 6 INCHES FROM ENDS OF BEAMS TO REDUCE THE TENDENCY FOR BEAM
ENDS TO CRACK. TOTAL NUMBER OF DEBONDED STANDS (DESIGN BONDING
SHOWN ON THE CONTRACT PLANS AND CRACK CONTROL DEBONDING
COMBINED) SHALL NOT EXCEED 50% OF TOTAL NUMBER OF STRANDS.
Add the following note to contract plans for projects that use PCEF Bulb Tee prestressed
concrete girders:
97. THE CONTRACTOR MAY PROPOSE TO SUBSTITUTE NEW ENGLAND BULB TEE
GIRDERS OF EQUIVALENT SECTION PROPERTIES FOR THE PCEF GIRDERS SHOWN
ON THE CONTRACT PLANS. ALL ADDITIONAL COSTS ASSOCIATED WITH THE
SUBSTITUTION INCLUDING DESIGN, CONSTRUCTION, AND DETAILING CHANGES
SHALL BE AT THE CONTRACTORS EXPENSE.
Add the following note to contract plans for projects that use New England Bulb Tee
prestressed concrete girders:
98. THE CONTRACTOR MAY PROPOSE TO SUBSTITUTE PCEF BULB TEE GIRDERS OF
EQUIVALENT SECTION PROPERTIES FOR THE NEBT GIRDERS SHOWN ON THE
CONTRACT PLANS. ALL ADDITIONAL COSTS ASSOCIATED WITH THE
SUBSTITUTION INCLUDING DESIGN, CONSTRUCTION, AND DETAILING CHANGES
SHALL BE AT THE CONTRACTORS EXPENSE.
17-16 2017
Standard Notes
105. SUPERSTRUCTURE SLAB NOTES
106. THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE PROVISIONS OF THE

CURRENT SPECIFICATIONS FOR SUPERSTRUCTURE SLABS, WHICH ALLOW THE
OPTION OF 3 FORMING SYSTEMS FOR THE UNDERSIDE OF THE SLABS.
However, if the designer believes that one or more of the form options is inappropriate for a
given bridge, or if isotropic reinforcement is used in the deck, the following shall be added to
the previous note:
107. HOWEVER, ON THIS BRIDGE, ONLY THE FOLLOWING OPTION(S) WILL BE

PERMITTED: (List options. In the case of isotropic deck reinforcement, only
permanent corrugated metal and removable wooden forms are allowed).
If an investigation of assumed construction loads determines that bracing beyond that typically
necessary is required, the following note shall be placed on the plans to notify the Contractor:
108. THE CONTRACTOR’S ATTENTION IS DIRECTED TO THE LARGE DECK OVERHANGS

FOR THIS STRUCTURE. THE CONTRACTOR SHALL PROVIDE ADEQUATE
TEMPORARY SUPPORT AND BRACING TO PREVENT THE FASCIA GIRDER FROM
TWISTING OR EXCESSIVELY DEFLECTING UNDER THE CONCRETE DEAD LOAD
AND THE CONSTRUCTION LOADS. ALL DESIGN EFFORT REQUIRED BY THE
CONTRACTOR’S ENGINEER TO ASSURE THAT THE CONSTRUCTION LOADS DO
NOT ADVERSELY AFFECT THE FASCIA GIRDER ARE AT THE CONTRACTOR’S
EXPENSE. THE CONTRACTOR SHALL SUBMIT OVERHANG FORMING DESIGN
CALCULATIONS AND DETAILS STAMPED BY A LICENSED AND REGISTERED NEW
YORK STATE PROFESSIONAL ENGINEER TO THE DCES FOR APPROVAL.
Use the following note when a structural slab is to be placed on steel girders if the depth of
the girder web exceeds 4 feet.
109. IN ORDER TO PREVENT MOVEMENT OF THE BRIDGE OVERHANG BRACKET DURING

THE DECK CONCRETE PLACEMENT, AS WELL AS TO PREVENT LATERAL
DISTORTION OF THE GIRDER WEB, A DEEP OVERHANG BRACKET THAT IS BRACED
BY THE BOTTOM FLANGE SHALL BE USED.
110. NO DEVIATIONS FROM THE HAUNCH DETAILS SHOWN ON THESE PLANS MAY BE
MADE WITHOUT THE PERMISSION OF THE DCES.
Use one of the following two notes if a Concrete Barrier, the payment for which includes its
reinforcement, is used on the bridge:
111. THE DETAILS FOR THE BARRIER REINFORCEMENT ARE FOR THE SLIP-FORMED OR
CAST-IN-PLACE OPTION ONLY. COST OF BARRIER AND ANCHORAGE
REINFORCEMENT ORIGINATING IN THE SLAB SHALL BE INCLUDED IN THE UNIT
PRICE BID FOR THE BARRIER ITEM.
or
112. THE DETAILS FOR THE BARRIER REINFORCEMENT ARE FOR THE SLIP-FORMED OR
CAST-IN-PLACE OPTION ONLY. COST OF BARRIER AND ANCHORAGE
REINFORCEMENT ORIGINATING IN THE SLAB SHALL BE INCLUDED IN THE UNIT
PRICE BID FOR THE BARRIER ITEM. COST OF BARRIER ANCHORAGE
REINFORCEMENT ORIGINATING IN THE PRESTRESSED UNIT SHALL BE INCLUDED
IN THE UNIT PRICE BID FOR THE PRESTRESSED UNIT ITEM.
2017 17-17
Use the following note if single slope concrete barrier is specified and service level TL-5 is
required:
113. THE CONTRACTOR’S ATTENTION IS DIRECTED TO THE PROVISIONS OF THE

CURRENT SPECIFICATIONS FOR PERMANENT CONCRETE TRAFFIC BARRIER FOR
STRUCTURES, WHICH ALLOWS THE OPTION OF THREE CONSTRUCTION METHODS:
CAST-IN-PLACE, SLIP FORMED, OR PRECAST. HOWEVER, ON THIS BRIDGE, ONLY
CAST-IN-PLACE AND SLIP FORMING ARE ALLOWED.
Use the following note if steel bridge railing is used on the bridge and any of the situations
described in section 6.9 of this manual occur:
114. FOR BIN XXXXXXX, SHOP DRAWING SUBMITTALS ARE REQUIRED FOR THE
FOLLOWING BRIDGE RAIL/TRANSITION ITEMS: 568.XX,…
Use the following note when Protective Sealer is to be applied to new bridge decks and
approach slabs:
115. TOP SURFACES OF NEW BRIDGE DECKS AND APPROACH SLABS SHALL BE
SEALED ACCORDING TO ITEM 559.18960118 – PROTECTIVE SEALING OF
STRUCTURAL CONCRETE ON NEW BRIDGE DECKS AND BRIDGE DECK OVERLAYS.
Use the following note whenever Open Steel Floor Grating is used on structures. If the grating
is specified to be painted, Note 68 shall also be used.
116. OPEN STEEL FLOOR GRATING SHALL BE GALVANIZED IN ACCORDANCE WITH THE
REQUIREMENTS OF 719-01 GALVANIZED COATINGS AND REPAIR METHODS OF
THE STANDARD SPECIFICATIONS.
If the no bar list provision is permitted by the DCES, add the following note:
117. NO BAR LIST IS PROVIDED FOR SUPERSTRUCTURE SLABS, APPROACH SLABS,

AND/OR SIDEWALKS. SECTION 557-3.17 OF THE SPECIFICATION SHALL APPLY,
EXCEPT THAT THE ENGINEER WILL TRANSMIT THE DOCUMENTS TO THE
DESIGNER FOR REVIEW FOR CONFORMANCE WITH THE DESIGN REQUIREMENTS
IN THE CONTRACT DOCUMENTS. A REVIEW TIME OF TWO DAYS PER PLACEMENT
DRAWING SUBMITTED WITH A MINIMUM OF 15 DAYS FOR EACH SUBMISSION
WILL BE ALLOWED UPON RECEIPT OF THE SUBMISSION. THE DESIGNER WILL
NOT BE CHECKING LENGTHS, NUMBER OF BARS, WEIGHTS, OR BAR MARKS.
CORRECTIONS WILL BE RETURNED TO THE CONTRACTOR. WHEN THE
DOCUMENTS ARE SATISFACTORY THEY WILL BE RETURNED TO THE
CONTRACTOR STAMPED "APPROVED IN ACCORDANCE WITH DESIGN
REQUIREMENTS". PLACEMENT DRAWINGS REQUIRED SHALL INCLUDE PLAN
VIEW DRAWINGS, SECTION VIEWS, TRANSVERSE SECTIONS, AND ANY OTHER
DETAILS REQUIRED TO CLARIFY THE REBAR PLACEMENT.
17-18 2017
Standard Notes
120. REMOVAL NOTES
The following two notes shall be used when the project is replacing an existing structure. The
preliminary bridge plans must indicate location on General Plan or Location Plan:
121. EXISTING SUBSTRUCTURE SHALL BE REMOVED WITHIN THE LIMITS SHOWN ON

THE PLANS UNDER ITEM 202.19 IN THE BRIDGE ESTIMATE.
122. EXISTING SUPERSTRUCTURE SHALL BE REMOVED UNDER ITEM 202.12nnnn IN THE

BRIDGE ESTIMATE.
Use one of the following two notes when structures longer than 20 feet are being removed.
Refer to Appendix 17A for guidance on determining whether a removal plan prepared by a
Licensed New York State Professional Engineer is required.
123. THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE REQUIREMENTS OF

SUBSECTION 202-3.01 GENERAL AND SAFETY REQUIREMENTS. A REMOVAL PLAN,
SIGNED BY A LICENSED AND REGISTERED PROFESSIONAL ENGINEER IN THE
STATE OF NEW YORK, SHALL BE SUBMITTED TO THE ENGINEER THIRTY (30) DAYS
PRIOR TO BEGINNING THE DEMOLITION.
or
124. THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE REQUIREMENTS OF
SUBSECTION 202-3.01 GENERAL AND SAFETY REQUIREMENTS. A REMOVAL PLAN
SHALL BE SUBMITTED TO THE ENGINEER FIFTEEN (15) DAYS PRIOR TO BEGINNING
THE DEMOLITION. THE REQUIREMENT THAT IT BE SIGNED BY A LICENSED AND
REGISTERED PROFESSIONAL ENGINEER IS WAIVED.
In addition to one of the above notes, either of the following should also be placed on the
Contract Plans:
125. RECORD PLANS FOR THIS STRUCTURE ARE AVAILABLE AT THE REGIONAL OFFICE
OF THE DEPARTMENT OF TRANSPORTATION.
or
126. RECORD PLANS FOR THIS STRUCTURE ARE NOT AVAILABLE.
Use Note 127, and, if applicable, Note 128 and Note 129 if a steel superstructure containing
lead-based paint is being removed:
127. SUPERSTRUCTURE (OR SUBSTRUCTURE) REMOVAL NOTES:
LIMITS AND METHODS FOR REMOVAL OF PAINT AT LOCATIONS OF FASTENER

REMOVAL OR FLAME CUTTING SHALL BE AS DESCRIBED IN SUBSECTIONS
202-3.05 AND 574 OF THE STANDARD SPECIFICATIONS. THE COST OF PAINT
REMOVAL SHALL BE INCLUDED IN THE LUMP SUM PRICE(S) BID FOR THE
SUPERSTRUCTURE REMOVAL ITEM(S) (OR THE UNIT PRICE BID FOR THE
SUBSTRUCTURE REMOVAL ITEM). PAINT WASTE NOT COLLECTED BY VACUUM
METHODS SHALL BE COLLECTED USING THE ENVIRONMENTAL GROUND AND/OR
WATERWAY PROTECTION ITEM(S). WASTE SHALL BE DISPOSED OF USING THE
TREATMENT AND DISPOSAL OF PAINT REMOVAL WASTE ITEM.
2017 17-19
In addition to paint removal described above at locations of dismantling and removal

operations, there may exist areas of loose or peeling paint on various steel surfaces which
are likely to become dislodged during removal operations or during transportation from the
site. If this condition is confirmed, either by referring to the latest Bridge Inspection Report, by
observation by the designer or by Regional personnel at the request of the designer, the
following note should be placed on either the General Notes sheet or the Superstructure (or
Substructure) Removal sheet:
128. LOOSE AND/OR PEELING PAINT ON STEEL SURFACES MAY BECOME DISLODGED
DURING REMOVAL OPERATIONS OR DURING TRANSPORTATION FROM THE SITE
UNLESS APPROPRIATE MEASURES ARE TAKEN. THE CONTRACTOR SHALL
FORMULATE AND SUBMIT A METHOD OF REMEDIATING THE CONDITION FOR
APPROVAL BY THE ENGINEER. WORKER LEAD PROTECTION IN ACCORDANCE
WITH OSHA 1926.62 MUST BE SATISFIED. ALTERNATIVES COULD INCLUDE
TRANSPORTING AFFECTED MEMBERS IN CLOSED TRUCKS, WRAPPING AFFECTED
MEMBERS PRIOR TO REMOVAL, ENCAPSULATING THE LOOSE PAINT OR REMOVAL
OF LOOSE PAINT PRIOR TO DISMANTLING OPERATIONS. THE COST OF
REMEDIATING THIS CONDITION SHALL BE INCLUDED IN THE LUMP SUM PRICE(S)
BID FOR THE SUPERSTRUCTURE REMOVAL ITEM(S) (OR THE UNIT PRICE BID FOR
THE SUBSTRUCTURE REMOVAL ITEM.) THE USE OF ENVIRONMENTAL GROUND
AND/OR WATERWAY PROTECTION ITEMS WILL BE REQUIRED. DEPENDING ON THE
ALTERNATIVE CHOSEN, THE TREATMENT AND DISPOSAL OF PAINT REMOVAL
WASTE ITEM MAY BE REQUIRED. BECAUSE OF THE ABOVE-MENTIONED
CONDITION, THE CONTRACTOR SHOULD EXAMINE THE CONDITION OF THE
STRUCTURE'S PAINT PRIOR TO SUBMITTING A BID.
129. REFER TO SUBSECTION 107-05 OF THE STANDARD SPECIFICATIONS FOR SAFETY

AND HEALTH REQUIREMENTS.
135. RECONSTRUCTION NOTES
Use Notes 136- 142 on all reconstruction projects.
136. THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE FACT THAT, DUE TO THE
NATURE OF RECONSTRUCTION PROJECTS, THE EXACT EXTENT OF
RECONSTRUCTION WORK CANNOT ALWAYS BE ACCURATELY DETERMINED
PRIOR TO THE COMMENCEMENT OF WORK. THESE CONTRACT DOCUMENTS
HAVE BEEN PREPARED BASED ON FIELD INSPECTION AND OTHER INFORMATION
AVAILABLE AT THE TIME. ACTUAL FIELD CONDITIONS MAY REQUIRE
MODIFICATIONS TO CONSTRUCTION DETAILS AND WORK QUANTITIES. THE
CONTRACTOR SHALL PERFORM THE WORK IN ACCORDANCE WITH FIELD
CONDITIONS.
137. THE CONTRACTOR SHALL VERIFY DIMENSIONS NECESSARY FOR THE PROPER
FIT OF STEEL PIECES PRIOR TO THE FABRICATION OF THE STEEL. THE COST OF
FIELD VERIFYING DIMENSIONS SHALL BE INCLUDED IN THE PRICE BID FOR
STRUCTURAL STEEL ITEMS.
17-20 2017
Standard Notes
138. THE CONTRACTOR SHALL PERFORM ALL WORK WITH CARE SO THAT ANY
MATERIALS WHICH ARE TO REMAIN IN PLACE, OR WHICH ARE TO REMAIN THE
PROPERTY OF THE STATE, WILL NOT BE DAMAGED. IF THE CONTRACTOR
DAMAGES ANY MATERIALS WHICH ARE TO REMAIN IN PLACE OR WHICH ARE TO
REMAIN THE PROPERTY OF THE STATE, THE DAMAGED MATERIALS SHALL BE
REPAIRED OR REPLACED IN A MANNER SATISFACTORY TO THE ENGINEER AT
THE EXPENSE OF THE CONTRACTOR.
139. WHENEVER ITEMS IN THE CONTRACT REQUIRE MATERIALS TO BE REMOVED AND

DISPOSED OF, THE COST OF SUPPLYING A DISPOSAL AREA AND
TRANSPORTATION TO THAT AREA SHALL BE INCLUDED IN THE UNIT PRICES BID
FOR THOSE ITEMS.
140. DURING REMOVAL OPERATIONS, THE CONTRACTOR SHALL NOT BE ALLOWED

TO DROP WASTE CONCRETE, DEBRIS AND OTHER MATERIAL TO THE AREA
BELOW THE BRIDGE EXCEPT WHERE THE PLANS SPECIFICALLY PERMIT THE
DROPPING OF MATERIAL. PLATFORMS, NETS, SCREENS OR OTHER PROTECTIVE
DEVICES SHALL BE USED TO CATCH THE MATERIAL. IF THE ENGINEER
DETERMINES THAT ADEQUATE PROTECTIVE DEVICES ARE NOT BEING
EMPLOYED, THE WORK SHALL BE SUSPENDED UNTIL ADEQUATE PROTECTION IS
PROVIDED.
141. ALL MATERIAL FALLING ON THE AREA BELOW AND ADJACENT TO THE BRIDGE
SHALL BE REMOVED AND DISPOSED OF BY THE CONTRACTOR AT NO COST TO
THE STATE.
142. THE COST OF FURNISHING, INSTALLING, MAINTAINING, REMOVING AND

DISPOSING OF ALL PLATFORMS, NETS, SCREENS OR OTHER PROTECTIVE
DEVICES SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE APPROPRIATE
ITEMS OF THE CONTRACT.
Use Notes 143-153 as needed on reconstruction contracts:
143. THE DETAILS ON DRAWING NO. ___ INDICATE THE SPALLS, SCALES AND CRACKS
NOTED ON A FIELD INSPECTION BY THE DESIGNER. ALL OF THE MAJOR AREAS
OF SPALLING, SCALING AND CRACKING KNOWN TO EXIST AT THE TIME OF
CONTRACT PREPARATION HAVE BEEN SHOWN TO INDICATE THE APPROXIMATE
EXTENT OF DETERIORATION THAT WILL HAVE TO BE REPAIRED BY THE
CONTRACTOR.
The designer shall include the following note for pier repairs along with elevation/plan views
of assumed repair locations and an assumed sequence of work.
144. THE CONTRACTOR SHALL PROVIDE THE EIC ACCESS TO ALL PIER SURFACES FOR
SOUNDING TO DETERMINE AND MARK OUT FINAL REMOVAL LIMITS. THE EIC
SHALL SUBMIT LABELED DIGITAL PHOTOS OF THE PIER TO THE REGIONAL
STRUCTURES ENGINEER ALONG WITH THE CONTRACTOR’S PROPOSED REMOVAL
AND REPLACEMENT SEQUENCE FOR APPROVAL. 10 CALENDAR DAYS SHALL BE
ALLOWED FOR REVIEW AND APPROVAL. REMOVAL OF CONCRETE SHALL NOT
COMMENCE WITHOUT AN APPROVED REMOVAL PLAN. THE COST FOR THESE
ITEMS SHALL BE INCLUDED IN THE REMOVAL AND REPLACEMENT CONCRETE
ITEMS.
2017 17-21
If the designer determines there is sufficient volume of concrete repair work required to justify
the use of Shotcrete (40 - 60 bags of cement minimum), the following note should be used:
145. AREAS OF CONCRETE DETERIORATION THAT ARE GENERALLY 5 INCHES OR LESS

IN DEPTH (LOCALIZED POCKETS MAY BE UP TO 12 INCHES DEEP) SHALL BE
REPAIRED USING ITEM 583.02 – REMOVAL OF STRUCTURAL CONCRETE –
REPLACEMENT WITH SHOTCRETE, NO REINFORCEMENT BAR ENCASEMENT OR
ITEM 583.03 – REMOVAL OF STRUCTURAL CONCRETE- REPLACEMENT WITH
SHOTCRETE, REINFORCEMENT BAR ENCASEMENT, AS APPROPRIATE.
AREAS THAT ARE GREATER IN DEPTH SHALL BE REPAIRED USING ITEM 582.05 –
REMOVAL OF STRUCTURAL CONCRETE REPLACEMENT WITH CLASS A
CONCRETE. THESE GUIDELINES ARE APPROXIMATE, AND THE FINAL
DETERMINATION OF WHICH ITEM TO USE SHALL BE MADE BY THE ENGINEER.
If the designer determines there is not sufficient volume of concrete repair work required to
justify the use of Shotcrete, the following note should be used:
146. AREAS OF CONCRETE DETERIORATION SHALL BE REPAIRED USING ITEM 582.05 -

REMOVAL OF STRUCTURAL CONCRETE - REPLACEMENT WITH CLASS A
CONCRETE, ITEM 582.06 - REMOVAL OF STRUCTURAL CONCRETE - REPLACEMENT
WITH CLASS D CONCRETE, OR ITEM 582.07 - REMOVAL OF STRUCTURAL
CONCRETE - REPLACEMENT WITH VERTICAL AND OVERHEAD PATCHING
MATERIAL AS SHOWN ON THE PLANS OR AS ORDERED BY THE ENGINEER.
147. ALL CONCRETE SURFACES RECEIVING NEW CONCRETE SHALL BE

SANDBLASTED. PRIOR TO THE APPLICATION OF NEW CONCRETE, THE SURFACES
SHALL BE AIR CLEANED THEN PRE-WET FOR 12 HOURS. THERE WILL BE NO
SEPARATE PAYMENT FOR THIS WORK. THE COST SHALL BE INCLUDED IN THE
UNIT PRICES BID FOR THE VARIOUS CONCRETE ITEMS IN THE CONTRACT.
The following two Notes shall be used with caution, as this work is normally covered in the
specifications. They should be used only if a special weight of hammer is necessary for limited
areas. Use Note 148 for partial removals if the concrete to be removed is unsound. Use Note
149 for partial removals if the concrete to be removed is sound. Generally for concrete to be
considered sound, the aggregate must fracture when struck with a hammer.
148. CHIPPING HAMMERS USED TO REMOVE CONCRETE FROM THE FOLLOWING

STRUCTURAL COMPONENTS SHALL NOT EXCEED 25 LB. IN WEIGHT WITH THE BIT
REMOVED.
or
149. CHIPPING HAMMERS USED TO REMOVE CONCRETE FROM THE FOLLOWING
STRUCTURAL COMPONENTS SHALL NOT EXCEED 40 LB. IN WEIGHT WITH THE BIT
REMOVED.
Use the following note when Protective Sealer is to be applied to existing bridge decks.
Verify if item has been updated by EI.
150. TOP SURFACES OF EXISTING BRIDGE DECKS SHALL BE SEALED ACCORDING TO

ITEM 559.17960118 – PROTECTIVE SEALING OF STRUCTURAL CONCRETE FOR
EXISTING BRIDGE DECKS.
17-22 2017
Standard Notes
The following note may be used when a significant number of anchor bolts need to be proof-
load tested.
151. IT IS RECOMMENDED THAT THE CONTRACTOR INSTALL AND TEST SEVERAL

BOLTS PRIOR TO GROUTING ALL THE BOLTS IN CASE OF A CONCRETE/GROUT
INCOMPATIBILITY. THIS TEST IS FOR THE CONTRACTOR’S CONVENIENCE AND IS
NOT PART OF THE ACCEPTANCE TESTING FOR THIS ITEM.
152. THE EMBEDMENT DEPTH SHOWN ON THE PLANS FOR THE DRILLING AND
GROUTING ITEM ______ IS FOR ESTIMATING PURPOSES ONLY. THE ACTUAL
EMBEDMENT DEPTH SHALL BE CALCULATED BY A LICENSED NEW YORK STATE
PROFFESIONAL ENGINEER, PROVIDED BY THE CONTRACTOR, BASED ON THE
SIZE OF THE BAR, ACTUAL EDGE DISTANCE OF THE BAR, THE SPACING OF THE
BAR, ESTIMATED CONCRETE STRENGTH AND THE CHOSEN GROUT SUPPLIERS’
RECOMMENDATIONS.
Use the following note when Protective Sealer is to be applied to existing concrete elements,
other than bridge deck surfaces, containing uncoated bar reinforcement or having less than 3
inches of concrete cover (refer to 5.1.10 for additional guidelines). Complete the note so as
to list the appropriate concrete elements for the particular bridge, and whether a penetrating
type or coating type sealer is to be used on that element. Verify if item has been updated by
EI.
153. THE FOLLOWING CONCRETE ELEMENTS SHALL BE SEALED ACCORDING TO ITEM

559.16960118 - PROTECTIVE SEALING OF STRUCTURAL CONCRETE:
Use the following note whenever a structural steel or prestressed concrete superstructure is
to be replaced utilizing the existing substructures:
154. IT SHALL BE THE CONTRACTOR’S RESPONSIBILITY TO CONFIRM THE FOLLOWING

DIMENSIONS IN THE FIELD PRIOR TO THE FABRICATION OF NEW
SUPERSTRUCTURE COMPONENTS:
A. EXISTING SPAN LENGTHS (CHECK AT MULTIPLE APPROPRIATE POINTS IF

SUBSTRUCTURES ARE NONPARALLEL).
B. EXISTING LENGTHS OF INDIVIDUAL STRINGERS (IF ONLY CERTAIN STRINGERS
ARE TO BE REPLACED).
Use the following note whenever individual structural steel components are to be replaced:
155. IT SHALL BE THE CONTRACTOR’S RESPONSIBILITY TO CONFIRM THE LENGTHS OF

EXISTING STRUCTURAL STEEL COMPONENTS TO BE REPLACED PRIOR TO THE
FABRICATION OF THE REPLACEMENT COMPONENTS.
Use the following note whenever bearings are to be replaced on new or reconstructed
pedestals:
156. IT SHALL BE THE CONTRACTOR’S RESPONSIBILITY TO CONFIRM THE TOP OF

PEDESTAL ELEVATIONS PRIOR TO CASTING THE NEW PEDESTALS AND
INSTALLING THE NEW BEARINGS.
2017 17-23
Use the following note whenever bearings are to be replaced on the existing pedestals:
157. THE COST OF FURNISHING AND INSTALLING SHIM PLATES FOR ADJUSTING
BEARING HEIGHTS SHALL BE INCLUDED IN ITEM 564.51nnnn, STRUCTURAL STEEL.
THIS IS A CONTINGENCY ITEM THAT WILL ONLY BE PAID IF ACTUAL FIELD
CONDITIONS CONFLICT WITH THE CONTRACT DOCUMENTS. THE SHIM PLATE
MATERIAL SHALL BE CONSIDERED A MINOR ITEM AND THE UNIT PRICE BID IS NOT
SUBJECT TO RENEGOTIATION IF THE QUANTITY VARIES FROM THE ESTIMATED
QUANTITY.
OFF SITE FABRICATION INSPECTION WILL USUALLY BE WAIVED FOR THE SHIM
MATERIAL. MATERIAL CERTIFICATION AND DOCUMENTATION SHALL BE
SUBMITTED TO THE EIC FOR ACCEPTANCE OF THE MATERIAL.
See Section 8.2.6 to determine which items and when to use the following two notes.
158. SHOP DRAWINGS SHALL BE SUBMITTED TO THE DCES FOR APPROVAL FOR THE
FOLLOWING STRUCTURAL STEEL REPLACEMENT ITEMS: (List the items.)
159. SHOP DRAWINGS SHALL BE SUBMITTED TO THE ENGINEER FOR APPROVAL FOR
THE FOLLOWING STRUCTURAL STEEL REPLACEMENT ITEMS: (List the items.)
Use the following note for rehabilitation contracts:
160. IF THE STRUCTURE HAS A BRIDGE IDENTIFICATION NUMBER (B.I.N.) PLATE

ATTACHED, IT SHALL BE THE CONTRACTOR'S RESPONSIBILITY TO PROTECT IT
DURING CONSTRUCTION OR REMOVE AND REMOUNT IT AFTER CONSTRUCTION IS
COMPLETED.
The following note shall be included in the PS&E for each structure unless the field inspection
indicates that less than 30% of the steel will require Near White Metal Blast Cleaning: (The
designer should arrange for this field inspection not more than 1 year before the PS&E date.
SSPC specifications should be used to determine the percent of steel surface area requiring
Near White Metal Blast Cleaning to the nearest 20 percent, i.e., 0-20-40-60-80-100.)
161. CLEANING STRUCTURAL STEEL ON EXISTING BRIDGES:
BIN # __________
IT IS ANTICIPATED THAT A SIGNIFICANT PORTION OF THE STRUCTURAL STEEL IN

THE BRIDGE(S) IDENTIFIED ABOVE WILL REQUIRE NEAR WHITE METAL BLAST
CLEANING IN ACCORDANCE WITH SECTION 573 OF THE STANDARD
SPECIFICATIONS. THEREFORE, BIDDERS SHOULD INSPECT THE BRIDGE(S)
CAREFULLY PRIOR TO SUBMITTING BIDS.
162. THE CONTRACTOR SHALL KEEP ALL BRIDGE DRAINS CLEAN AND FREE FLOWING
DURING THE LIFE OF THE CONTRACT. THE COST SHALL BE INCLUDED IN THE UNIT
PRICES BID FOR THE VARIOUS SUPERSTRUCTURE ITEMS IN THE CONTRACT.
17-24 2017
Standard Notes
Use the following note, if applicable, whenever Structural Lifting is part of the contract:
163. VEHICULAR TRAFFIC OR CONSTRUCTION EQUIPMENT SHALL NOT BE PERMITTED

ON THE LIFTED SPAN UNTIL SHIMS, CRIBBING, BOLSTERS OR OTHER SUITABLE
SUPPORTS ARE IN THEIR REQUIRED POSITION.
Use the following note if Conduits are encased, or are suspected to be encased, in the
superstructure of a bridge undergoing rehabilitation:
164. CONDUIT CAUTION NOTE:
THE CONTRACTOR’S ATTENTION IS DIRECTED TO THE FACT THAT CONDUITS MAY

BE PRESENT IN THE STRUCTURAL SLABS, PARAPETS OR SIDEWALKS OF BRIDGES
RECEIVING NEW OR REWORKED JOINT SYSTEMS. THEIR EXISTENCE AND
LOCATIONS SHALL BE FIELD VERIFIED. IF CONDUITS ARE PRESENT AND ARE
ENCOUNTERED DURING CONSTRUCTION OPERATIONS, CARE SHALL BE
EXERCISED NOT TO DAMAGE CONDUITS, EXPANSION COUPLINGS, OR CONTENTS
OF CONDUITS. ANY DAMAGE SHALL BE REPAIRED TO THE SATISFACTION OF THE
ENGINEER, AT NO COST TO THE STATE.
170. STRUCTURAL SLAB CONCRETE OVERLAY NOTES.
171. THE MINIMUM THICKNESS OF THE MICRO SILICA CONCRETE OVERLAY SHALL BE
1½ INCHES.
172. THE MINIMUM THICKNESS OF THE DP CONCRETE OVERLAY SHALL BE 1½ INCHES.
173. THE MINIMUM TOTAL COVER (EXISTING CONCRETE OR SLAB RECONSTRUCTION

CONCRETE PLUS THICKNESS OF DP OR MICRO-SILICA OVERLAY) SHALL BE 21⁄4
INCHES.
174. THE TRANSITION LENGTHS BETWEEN THE EXISTING PROFILE AND REVISED
FINISHED PROFILE SHALL BE THE SAME AS THOSE SHOWN ON THE PLANS.
175. SHOULD THE TYPE OF RECONSTRUCTION WORK REQUIRED TO BE PERFORMED

ON THE STRUCTURAL SLAB, TOGETHER WITH APPLICATION OF THE
CONTRACTOR’S CHOICE OF SPECIALIZED CONCRETE OVERLAY, RESULT IN A
REVISED FINISHED PROFILE HIGHER THAN THAT SHOWN ON THE PLANS, THE
CONTRACTOR SHALL SUBMIT THE REVISED PROFILE TO THE REGIONAL
DIRECTOR FOR APPROVAL AT LEAST TWO WEEKS PRIOR TO PLACEMENT OF THE
CONCRETE OVERLAY.
2017 17-25
176. THE CONTRACTOR’S PROPOSAL MAY INCLUDE ADDITIONAL GRADE TRANSITIONS

SUBJECT TO THE FOLLOWING:
A. THE MINIMUM LENGTH BETWEEN GRADE TRANSITIONS SHALL BE ______*

FEET.
B. THE SLOPE OF THE GRADE TRANSITION SHALL NOT DIFFER FROM THE
SLOPE OF THE ADJACENT SECTIONS BY MORE THAN_______*% AT THE
COMPLETION OF THE WORK.
C. THE SLOPE CHANGES DO NOT CREATE DRAINAGE PROBLEMS ON THE

BRIDGE DECK.
NO OVERLAY MATERIAL SHALL BE PLACED UNTIL THE REGIONAL DIRECTOR

HAS APPROVED THE CONTRACTOR’S PROPOSED REVISIONS.
* The designer should select values for the length between and the difference in slope of the
grade transitions considering design speed, rider comfort, and bridge geometry. Suggested
values are 60 feet and 0.5 percent.
177. ALL ROADWAY SURFACES RECEIVING A SPECIALIZED CONCRETE OVERLAY

SHALL BE GROOVED UNDER THE SAWCUT GROOVING OF STRUCTURAL SLAB
SURFACE ITEM AND SEALED UNDER THE PROTECTIVE SEALING OF STRUCTURAL
CONCRETE ON NEW BRIDGE DECKS AND BRIDGE DECK OVERLAYS ITEM.
180. MISCELLANEOUS NOTES
181. LUMBER AND TIMBER NOTES
182. STRESS GRADED LUMBER AND TIMBER HAVE BEEN DESIGNED FOR THE
FOLLOWING ALLOWABLE STRESSES, AND THE TYPE USED MUST MEET THESE
MINIMUM REQUIREMENTS:
183. EXTREME FIBER IN BENDING AND TENSION PARALLEL TO GRAIN __________

COMPRESSION PERPENDICULAR TO GRAIN __________ MODULUS OF ELASTICITY
__________.
184. STREAM PROTECTION NOTE
Use the following note only if requested by Dept. of Environmental Conservation or the
Regional Office.
185. DURING THE COURSE OF CONSTRUCTION, THE CONTRACTOR SHALL CONDUCT
OPERATIONS IN SUCH A MANNER AS TO PREVENT OR REDUCE TO A MINIMUM ANY
DAMAGE TO ANY STREAM FROM POLLUTION BY DEBRIS, SEDIMENT, OR OTHER
FOREIGN MATERIAL, OR FROM MANIPULATION OF EQUIPMENT AND/OR
MATERIALS IN OR NEAR SUCH STREAMS. THE CONTRACTOR SHALL NOT RETURN
DIRECTLY TO A STREAM ANY WATER WHICH HAS BEEN USED FOR WASH
PURPOSES OR OTHER SIMILAR OPERATIONS WHICH CAUSE THIS WATER TO
BECOME POLLUTED WITH SAND, SILT, CEMENT, OIL, OR OTHER IMPURITIES. IF
THE CONTRACTOR USES WATER FROM A STREAM, THE CONTRACTOR SHALL
CONSTRUCT AN INTAKE OR TEMPORARY DAM REQUIRED TO PROTECT AND
MAINTAIN WATER RIGHTS AND TO SUSTAIN FISH LIFE DOWNSTREAM.
17-26 2017
Standard Notes
Use the following 2 notes when pier nosing is used.
186. CONCRETE ANCHOR STUD NOTE
187. ALL CONCRETE ANCHOR STUDS WHICH ARE ATTACHED TO THE PIER NOSING
SHALL MEET THE REQUIREMENTS LISTED IN MATERIAL SUBSECTION 709-05, STUD
SHEAR CONNECTORS. PAYMENT FOR FURNISHING AND PLACING THE CONCRETE
ANCHORS AND ANGLE WILL BE INCLUDED IN THE UNIT PRICE BID FOR THE
CONCRETE ITEM TO WHICH THE ANCHORS ARE ATTACHED.
188. CULVERT NOTE
Use one of the following notes when concrete box culverts are used.
189. THE DETAILS SHOWN FOR THE CULVERT BARREL ARE BASED ON THE
ASSUMPTION THAT THE WATER IN THE STREAM CHANNEL WILL BE DIVERTED OR
CARRIED IN A FLUME DURING THE ENTIRE CONSTRUCTION OF THE BARREL.
SHOULD THE CONTRACTOR DESIRE TO DIVERT THE WATER THROUGH ONE OF
THE CELLS BEFORE COMPLETION OF THE ENTIRE BARREL, THE CONTRACTOR
SHALL SUBMIT TO THE DCES FOR APPROVAL, THE CONSTRUCTION PROCEDURE
AND SKETCHES SHOWING THE LOCATION OF THE PROPOSED CONSTRUCTION
AND CONTRACTION JOINTS AND THE CHANGES IN THE BAR REINFORCEMENT
DETAILS.
or
190. THE DETAILS SHOWN FOR THE CULVERT BARREL ARE BASED ON THE
ASSUMPTION THAT THE WATER IN THE STREAM CHANNEL WILL BE DIVERTED
THROUGH ONE OF THE CELLS BEFORE COMPLETION OF THE ENTIRE BARREL.
SHOULD THE CONTRACTOR DESIRE TO DIVERT THE WATER OR CARRY IT IN A
FLUME DURING THE ENTIRE CONSTRUCTION OF THE BARREL, THE CONTRACTOR
SHALL SUBMIT TO THE DCES FOR APPROVAL, THE CONSTRUCTION PROCEDURE
AND SKETCHES INDICATING ANY CHANGES IN BAR REINFORCEMENT
CONSTRUCTION AND CONTRACTION JOINTS.
191. STONE MASONRY NOTES
192. JOINTS FOR STONE MASONRY MAY VARY FROM ½ INCH TO 1 INCH THICKNESS.
193. FINISH OF STONE MASONRY SHALL BE AS FOLLOWS:
194. DIMENSION MASONRY NOTES
195. RINGSTONE, QUOINS, COPINGS AND OTHER STONES, IF SO DESIGNATED, SHALL

BE DIMENSION MASONRY.
196. ALL JOINTS FOR DIMENSION MASONRY SHALL BE ½ INCH THICKNESS.
197. FINISH OF DIMENSION MASONRY SHALL BE AS FOLLOWS:
2017 17-27
205. PREFABRICATED MODULAR DECK BEAM ELEMENT NOTES
When a Prefabricated Modular Deck Beam Element (such as an Inverset™) bridge is

specified, the designer shall place the following applicable notes in the contract plans.
206. CONCRETE IN THE DECK SLAB SHALL HAVE A MINIMUM COMPRESSIVE STRENGTH
OF _________ PSI AT 28 DAYS. THE UNITS SHALL NOT BE HANDLED UNTIL
CONCRETE STRENGTH REACHES A MINIMUM OF 3000 PSI.
207. ASTM A709 GRADE 50W STEEL SHALL BE USED AS STRUCTURAL STEEL.
or
208. ASTM A709 GRADE 50 STEEL SHALL BE USED AS STRUCTURAL STEEL.
209. HIGH STRENGTH BOLTS USED IN DIAPHRAGM CONNECTIONS SHALL BE ASTM

A325. (USE TYPE 1 FOR PAINTED STEEL, TYPE 3 FOR WEATHERING STEEL).
210. TO ENSURE FULL AND EVEN BEARING BETWEEN BOTTOM OF BEAMS AND
MASONRY PLATES, THE BOTTOM SURFACES OF BEAMS IN THE BEARING AREAS
SHALL, WITHIN EACH PANEL, BE FABRICATED TO BE TRULY IN ONE PLANE.
211. ALL REINFORCEMENT SHALL HAVE A COVER OF 2 INCHES (TO BOTTOM OF

LONGITUDINAL GROOVES) UNLESS SHOWN OTHERWISE. THE TOP BARS IN THE
DECK AND APPROACH SLAB SHALL BE EPOXY COATED. NO CHAIRS, BOLSTERS
OR OTHER SUPPORT DEVICES SHALL BE EXPOSED ON THE SURFACE THAT WILL
BE THE TOP OF DECK IN FIELD.
212. ANCHOR BOLTS MAY BE CAST INTO THE BRIDGE SEATS, OR AT THE
CONTRACTOR'S OPTION, DRILLED AND GROUTED INTO THE ABUTMENTS AT NO
ADDITIONAL COST TO THE STATE.
213. THE MODULAR DECK BEAMS MAY BE CONSTRUCTED WITHOUT DIAPHRAGMS.

HOWEVER, PRIOR TO TRANSPORTATION TO THE BRIDGE SITE, ALL DIAPHRAGMS
INTEGRAL TO ANY ONE UNIT SHALL BE INSTALLED
214. GRIND ALL EDGES OF STEEL AS NEEDED TO REMOVE SHARP EDGES PRIOR TO
CLEANING FOR PAINTING.
215. STRUCTURAL STEEL SHALL BE CLEANED AND PAINTED UNDER THE SHOP
APPLIED STRUCTURAL STEEL PAINT SYSTEM ITEM. AFTER CLEANING, MILL
SCALE SHALL NOT BE PRESENT. AT THE TIME OF SHIPMENT OF THE UNITS TO
THE JOB SITE, THE 3 COATS OF PAINT SHALL HAVE BEEN APPLIED. THE COLOR
OF THE FINISH COATING SHALL BE__________. THE COLOR SHALL CONFORM TO
_________. VIEWING SHALL BE DONE UNDER NORTH STANDARD DAYLIGHT.
(Designer shall designate color and either Federal Color Standard Number 595 Number or
Munsell Book Notation Number to which color conforms).
17-28 2017
Standard Notes
216. FOLLOWING THE WELDING OF THE BEAMS TO THE SOLE PLATES AND THE
INSTALLATION OF THE DIAPHRAGMS, THE EXPOSED STEEL, HIGH STRENGTH
BOLTS AND DAMAGED PAINT SURFACES IN THESE AREAS SHALL BE PAINTED IN
ACCORDANCE WITH THE PROVISIONS OF THE SHOP APPLIED STRUCTURAL STEEL
PAINT SYSTEM ITEM.
or
217. CLEANING CONTROLLED OXIDIZING STRUCTURAL STEEL ASTM A709 GRADE 50W.
A. IN THE FABRICATION SHOP

GIRDERS SHALL BE BLAST CLEANED IN ACCORDANCE WITH SSPC-SP6
(COMMERCIAL BLAST CLEANING). HEAVY COATINGS OF OIL OR GREASE SHALL
BE REMOVED BEFORE BLASTING IN ACCORDANCE WITH SSPC-SP1 (SOLVENT
CLEANING).
B. IN THE FIELD
THE OUTSIDE SURFACE OF THE FASCIA STRINGERS SHALL BE CLEANED SO
THAT ALL DIRT, GREASE, PAINT OR OTHER FOREIGN MATERIAL IS REMOVED AT
THE COMPLETION OF THE BRIDGE CONSTRUCTION. THE PURPOSE OF THE
CLEANING IS TO RETURN THE FASCIA SURFACES TO THE CONDITION IN WHICH
THEY LEFT THE FABRICATION SHOP.
THE COST OF CLEANING THIS STEEL IN THE FABRICATION SHOP AND THE FIELD
SHALL BE INCLUDED IN THE UNIT PRICES BID FOR THE VARIOUS ITEMS IN THE
CONTRACT.
218. BEARING ANCHOR BOLT NUTS SHALL BE SNUG TIGHT AS PER THE NYS STEEL
CONSTRUCTION MANUAL.
219. THIS IS A NON-MATCH CAST SEGMENTAL CONSTRUCTION. HENCE, ALL

PROVISIONS OF ‘SECTION 2.3 INSTALLATION DRAWINGS AND SUPPORTING
DOCUMENTS’ OF THE PCCM, EXCEPT PROVISIONS RELATED TO POST-
TENSIONING, SHALL APPLY.
220. PROVISIONS OF SECTION 8.4.5 SHEAR KEY JOINTS OF THE PCCM SHALL NOT
APPLY. THE CONTRACTOR SHALL PROPOSE A LEAK PROOF LONGITUDINAL JOINT
SYSTEM BETWEEN THE UNITS. ALL NECESSARY INFORMATION SUCH AS
PREPARATION OF SHEAR KEY SURFACE, MATERIAL FOR SHEAR KEY GROUT,
PLACEMENT AND CURING OF SHEAR KEYS AND PLACEMENT OF LEAK PROOFING
SYSTEM SHALL BE SHOWN ON THE INSTALLATION DRAWINGS.
221. PROCEDURE FOR PREPARING BLOCKOUT SURFACES, PLACING AND CURING

BACKFILL, ETC. SHALL BE SHOWN ON INSTALLATION DRAWINGS.
222. THE COST OF FURNISHING AND INSTALLING SHIM PLATES OVER OR UNDER THE
BEARINGS SHALL BE INCLUDED IN THE UNIT PRICE BID FOR THE BEARINGS.
Note: Designers shall allow ¾ inch thickness for shim plates when setting pedestal elevations
for reinforced concrete three-sided structures.
2017 17-29
17-30 2017
Standard Notes
SUPERSTRUCTURE SLAB SHEET
The following notes shall be placed in the contract plans on the superstructure slab sheet.
The slab placement sequence diagram from Section 5.1.8 shall also be included.
230. DECK PLACEMENT NOTES
The following notes shall be shown on the plans for all simple and continuous span structures:
231. CONCRETE PLACEMENT AND FINISHING OPERATIONS SHALL BE PERFORMED AS

RAPIDLY AS POSSIBLE. THE ENGINEER MAY ORDER THE CONTRACTOR TO STOP
PLACEMENT OPERATIONS AT ANY TIME IF, IN THE ENGINEER'S OPINION,
CONCRETE PLACED DURING THE PLACEMENT HAS STARTED TO SET, OR IS
ABOUT TO SET, AND FURTHER PLACEMENT OF CONCRETE WILL CAUSE
DEFLECTION CRACKING.
232. LONGITUDINAL CONSTRUCTION JOINTS NOT SHOWN IN THE PLANS WILL NOT BE
PERMITTED.
233. FINISHING MACHINE(S) SHALL BE OPERATED AS CLOSE TO THE SKEW ANGLE AS

PRACTICABLE FOR SKEW ANGLES BETWEEN 0° AND 35°. WHEN THE SKEW ANGLE
IS GREATER THAN 35° THE FINISHING MACHINE(S) SHALL BE OPERATED AT A
MAXIMUM SKEW ANGLE OF 35°.
234. WET BURLAP CURING BLANKETS ARE REQUIRED TO BE PLACED ON THE

CONCRETE DECK WITHIN 30 MINUTES OF THE CONCRETE BEING DEPOSITED INTO
THE FORMS OR 5 MINUTES AFTER FINISHING, WHICHEVER COMES FIRST. THE
PLACEMENT OF THE TURF DRAG TEXTURE SHALL NOT INTERFERE WITH THESE
REQUIREMENTS.
235. IN THE EVENT THE CONTRACTOR'S DECK PLACEMENT OPERATION IS STOPPED

PRIOR TO COMPLETION, WHETHER BY THE CONTRACTOR'S OWN DECISION OR BY
ORDER OF THE ENGINEER, THE CONTRACTOR SHALL BE RESPONSIBLE FOR
PROVIDING A FINISHED DECK GRADE WHICH MATCHES THE PLANNED PROFILE.
ANY SUBSEQUENT REVISIONS TO DECK FORMS MADE NECESSARY BY SUCH
ACTION SHALL BE AT THE CONTRACTOR'S EXPENSE.
Include the following note when the structure has a cross slope transition:
236. SINCE THIS STRUCTURE HAS A CROSS SLOPE TRANSITION, IT MAY BE ADVISABLE
TO PLACE THE FINISHING MACHINE PERPENDICULAR TO THE STATION LINE.
Include the following note when two finishing machines are required:
237. (Insert “PLACEMENT 1" or “THE CONTINUOUS”) PLACEMENT SHALL BE

ACCOMPLISHED BY THE SIMULTANEOUS OPERATION OF TWO FINISHING
MACHINES AND CREWS. A MINIMUM RATE OF 30 CUBIC YARDS PER HOUR SHALL
BE MAINTAINED BY EACH MACHINE.
2017 17-31
The following notes shall be shown on the plans for all continuous spans (whether the deck is
placed in one or multiple placements) as appropriate.
If no exceptions to the pouring sequence are allowed, use the following Note.
238. THERE WILL BE NO EXCEPTIONS MADE TO THE POURING SEQUENCE AS SHOWN

ON THE CONTRACT PLANS.
When exceptions to the pouring sequence are possible pending review by the Department
(refer to Department’s “Procedure for Approval of Alternate Deck Pouring Sequence on
Continuous Bridges”) use the following three notes:
239. THE CONCRETE DECK SLAB FOR THIS STRUCTURE SHALL BE PLACED
ACCORDING TO THE POURING SEQUENCE SHOWN ON THE CONTRACT PLANS.
REQUESTS FOR ANY ALTERNATE DECK POURING SEQUENCE SHALL BE
SUBMITTED TO THE EIC. THE SUBMITTAL REQUIREMENTS ARE PROVIDED IN THE
DEPARTMENT’S “PROCEDURE FOR APPROVAL OF ALTERNATE DECK POURING
SEQUENCE ON CONTINUOUS BRIDGES” IN THE CONSTRUCTION INSPECTION
MANUAL. NO RELATED WORK MAY BE PROGRESSED BY THE CONTRACTOR UNTIL
THE WRITTEN APPROVAL OF THE ALTERNATE PROCEDURE IS RECEIVED FROM
THE DEPARTMENT (REGIONAL OFFICE). THE DEPARTMENT WILL REVIEW THE
REQUEST AND REPLY WITHIN (15) WORK DAYS AFTER RECEIPT OF ALL THE
REQUIRED SUBMITTAL DOCUMENTS FROM THE CONTRACTOR.
240. THE CONTRACTOR SHALL PROVIDE TO THE ENGINEER THE PROPOSED SET
RETARDING WATER REDUCING ADMIXTURE (ASTM C494 TYPE D, SRWR) AND A
COPY OF THE MANUFACTURER’S LITERATURE SPECIFYING THE RECOMMENDED
RANGE TO PROVIDE SUFFICIENT RETARDATION. THIS SRWR DOSAGE SHALL NOT
BE REDUCED AS THE PLACEMENT PROGRESSES. THE ENGINEER WILL REJECT
ANY CONCRETE TRUCK THAT CALLS FOR AN ADMIXTURE DOSAGE RATE BEYOND
THE MANUFACTURER’S RECOMMENDED RANGE. ANY SUPPLIER CODES
DENOTING SRWR SHALL BE GIVEN TO THE ENGINEER FOR MONITORING
PURPOSES.
241. THE VALUES SHOWN IN THE CAMBER AND HAUNCH TABLES ARE BASED ON THE
DECK PLACEMENT SEQUENCE SHOWN ON THE PLANS. IF THE DECK PLACEMENT
SEQUENCE IS ALTERED, THE CAMBER AND HAUNCH TABLES NEED TO BE
RECOMPUTED. THE CONTRACTOR IS RESPONSIBLE TO HAVE A LICENSED AND
REGISTERED NEW YORK STATE PROFESSIONAL ENGINEER RECOMPUTE AND
STAMP THESE TABLES AND SUBMIT THEM TO THE D.C.E.S FOR APPROVAL.
The following notes shall be shown on the plans for continuous spans when a two placement
sequence is used:
242. CONSTRUCTION JOINTS SHALL BE PLACED PARALLEL TO THE SKEW ANGLE.

DECK CONCRETE SHALL BE PLACED SO THAT THE LEADING EDGE PARALLELS
THE SKEW. FINISHING MACHINE(S) SHALL BE OPERATED AS CLOSE TO THE SKEW
ANGLE AS PRACTICABLE. TEXTURING MAY BE DONE LONGITUDINAL,
TRANSVERSE OR PARALLEL TO THE ALIGNMENT OF THE FINISHING MACHINE.
17-32 2017
Standard Notes
243. ALL AREAS SHOWN ON THE PLANS AS “PLACEMENT 1” MUST BE PLACED DURING
THE INITIAL CONTINUOUS WORK PERIOD. SUBSEQUENT PLACEMENTS
(CONTINUOUS PLACEMENTS) WILL NOT BE PERMITTED UNTIL 72 HOURS OF
ACCEPTABLE CURING AFTER THE COMPLETION OF THE PREVIOUS PLACEMENT.
Include the following note when the structure contains three or more spans.
244. THE CONTRACTOR MAY DIVIDE PLACEMENT 2 INTO SEPARATE SEGMENTS

PROVIDED THE 72 HOUR WAITING PERIOD BETWEEN PLACEMENTS IS OBSERVED.
Add the following note to contract plans for projects involving prestressed concrete beams on
integral abutment bridges and for continuous for live load designs:
245. ALL PRESTRESSED CONCRETE BRIDGE BEAMS SHALL HAVE A MINIMUM AGE OF
60 DAYS AT THE TIME OF CONCRETE DECK PLACEMENT.
250. STAGE CONSTRUCTION NOTES
The following notes shall be used, where applicable, for stage construction projects on bridges
with steel superstructures.
251. THE STRUCTURAL SLAB AND SLAB OVERHANG FOR EACH STAGE OF
CONSTRUCTION HAVE BEEN DESIGNED FOR THE LOADING CONDITIONS SHOWN
IN THE DETAILS.
252. THE COST OF FURNISHING AND PLACING MECHANICAL CONNECTORS, MATERIAL

SPECIFICATION, SECTION 709-10, SHALL BE INCLUDED IN THE UNIT PRICES BID
FOR THE SUPERSTRUCTURE SLAB ITEM.
In some instances, geometry may require the use of a large overhang during stage
construction. Special temporary bracing may be required in order to prevent the rotation of
the temporary fascia girder during the deck placement.
253. THE CONTRACTOR'S ATTENTION IS DIRECTED TO THE UNUSUALLY LARGE

TEMPORARY OVERHANG PRESENT DURING THE STAGE ____ STRUCTURAL SLAB
PLACEMENT. THE CONTRACTOR SHALL PROVIDE ADEQUATE TEMPORARY
SUPPORT AND BRACING TO PREVENT THE TEMPORARY FASCIA STRINGER FROM
TWISTING UNDER THE LOADS OF THE CONCRETE DEAD LOAD AND THE
CONSTRUCTION LOADS. THE CONTRACTOR MUST SUBMIT OVERHANG FORMING
DESIGN AND DETAILS STAMPED BY A LICENSED AND REGISTERED NEW YORK
STATE PROFESSIONAL ENGINEER TO THE DCES FOR APPROVAL.
254. DUE TO THE NATURE OF STAGE CONSTRUCTION AND THE PROBLEMS INHERENT
WITH DIFFERENTIAL DEFLECTIONS, THE HOLES FOR ONE SIDE OF THE STAGE
DIAPHRAGM CONNECTION PLATES SHALL BE FIELD DRILLED. NO ADDITIONAL
COMPENSATION SHALL BE MADE FOR FIELD DRILLING.
2017 17-33
In cases where more than two stages are used, the following notes will have to be modified:
255. THE INTERMEDIATE DIAPHRAGMS, END DIAPHRAGMS AND ANY OTHER CROSS
FRAMES THAT MAY BE PRESENT BETWEEN STAGE 1 AND STAGE 2 STRINGERS
SHALL NOT BE INSTALLED UNTIL 72 HOURS FOLLOWING THE PLACEMENT OF THE
STAGE 2 STRUCTURAL SLAB.
If a closure placement is called for, the following sentence must be added to this note:
256. THE INTERMEDIATE DIAPHRAGMS AND END DIAPHRAGMS MUST BE IN PLACE AND
BOLTS TIGHTENED PRIOR TO PROCEEDING WITH THE CLOSURE PLACEMENT.
257. THE CONTRACTOR SHALL WAIT A MINIMUM OF 72 HOURS FOLLOWING

COMPLETION OF THE SECOND STAGE DECK PLACEMENT BEFORE BEGINNING
THE CLOSURE PLACEMENT.
258. FORM WORK FOR THE STAGE 2 DECK PLACEMENT SHALL BE SUPPORTED ONLY
BY THE STAGE 2 STRINGERS, NOT BY THE STAGE 1 STRINGER IMMEDIATELY
ADJACENT.
259. PRIOR TO PLACING THE STAGE 2 DECK PLACEMENT AND FOR 72 HOURS
FOLLOWING ITS COMPLETION, NO REINFORCING BAR WITHIN THE CLOSURE
PLACEMENT SHALL BE WIRED.
260. THE TEMPORARY FASCIAS OF THE STAGE 1 AND STAGE 2 DECK SHALL BE
THOROUGHLY WET FOR 12 HOURS IMMEDIATELY PRIOR TO PROCEEDING WITH
THE CLOSURE PLACEMENT. THE CONTRACTOR SHALL REMOVE ALL STANDING
WATER WITH OIL-FREE COMPRESSED AIR AND SHALL PROTECT THE FASCIA
SURFACES FROM DRYING, SO THE EXISTING CONCRETE REMAINS IN A CLEAN,
SATURATED SURFACE DRY CONDITION UNTIL PLACEMENT OF THE NEW
CONCRETE.
The following note shall be used for stage construction projects using adjacent precast
prestressed beams when anticipated camber as per Section 9.14 is greater than 1 inch:
261. STAGE 1 OF THE DECK HAS BEEN DETAILED WITH A 7 INCH MINIMUM DECK
THICKNESS TO DEAL WITH A SMALL AMOUNT OF CAMBER GROWTH FOR STAGE 2
UNITS. IF THE CONTRACTOR’S SCHEDULE PLANS SIGNIFICANTLY MORE (14 DAYS)
STORAGE TIME FOR STAGE 2 UNITS THAN STAGE 1 UNITS, CAMBER GROWTH
CONTROL MEASURES SHALL BE PROPOSED BY THE CONTRACTOR IN THE SHOP
DRAWINGS. SUGGESTED CAMBER GROWTH CONTROL MEASURES ARE:
1. BOTH STAGE 1 AND STAGE 2 UNITS SHALL BE STORED FOR A MINIMUM OF 60

DAYS (PRIOR TO SHIPMENT) TO ALLOW MOST OF THE CAMBER GROWTH TO
OCCUR PRIOR TO SHIPMENT.
2. PRELOAD THE STAGE 2 BEAMS (IN STORAGE) TO RESTRAIN GROWTH. THE

CONTRACTOR SHALL SUBMIT DESIGN CALCULATIONS ALONG WITH THE SHOP
DRAWINGS.
3. ADJUST THE CASTING SCHEDULE SO THAT THE AGE OF THE UNITS AT THE
TIMES OF DECK PLACEMENT WILL BE APPROXIMATELY THE SAME.
17-34 2017
Standard Notes
17.4 Standard Proposal Notes
Standard notes to be placed in the proposal and included with the PS&E submission include
the special bridge foundation notes.
Bridges over navigable waterways also require notes to be placed in the proposal. The
following sections contain a compilation of the standard proposal notes.
PROTECTION AND OVERLAYING OF MEMBRANE WATERPROOFING SYSTEM FOR

STRUCTURAL SLABS
The bituminous concrete overlay shall be placed on the structural slab preferably within 24
hours but not later than seven (7) days after the placement of the membrane waterproofing
system.
The temperature of the first course of bituminous paving material, at the time of placement,
shall meet the Material Detail Sheet requirements of the specific membrane being used.
On grades, bituminous paving equipment shall be operated in the “downhill” direction to

minimize damage to the membrane.
Only that equipment necessary for transporting, placing, and compacting the overlay shall be
allowed on the completed membrane system. Bituminous concrete pavers shall be rubber-
tired. Vehicles transporting the overlay material shall be rubber-tired and operated at slow
speeds (not to exceed 5 mph). All vehicles shall avoid making sharp turns, sudden stops and
starts, or other movements on the membrane that may cause breaks, lifting, or other damage.
If vehicle tires cause pick-up of the membrane, small quantities of talc, cement, or powdered
limestone may be used to dust the tires.
Any damage to the membrane waterproofing system during the overlay operation shall be
repaired immediately and prior to the placement of bituminous concrete. A quantity of repair
material shall be kept on hand for any such repairs. No additional payment will be made for
any areas that require repairs.
Blisters that may raise during the overlay operation shall be vented to insure adhesion of the
membrane system and overlay to the deck. Blistered areas will be most noticeable during the
rolling operation. Venting shall be done by inserting an ice pick or other suitable instrument
into the affected area. These vent holes need not be repaired.
Compaction of Asphalt Overlays on Bridge Decks
Compaction of asphalt overlays within the 6 foot width immediately adjacent to the headers
or joints shall be obtained using a vibratory roller only in static mode and having a maximum
width of 3 feet. The vibratory roller shall appear on the Department's current Approved List for
Bituminous Concrete Vibratory Compaction Equipment - Small Vibratory Rollers. Compaction
in accordance with §402-3.07 “Compaction” shall overlap this area and proceed as near as
practical to headers or joints.
2017 17-35
NOTES FOR USE WITH PROJECTS INVOLVING NAVIGABLE WATERS AND OTHER
WATERWAYS
The following five Special Proposal Notes have been written for use on projects involving
Navigable Waters and other Waterways. The Designer shall contact the Office of Structures
Hydraulic Engineering Unit for guidance in the choice of which set of Special Notes to choose
for a particular project, as well as needed modifications for the particular project.
The five Special Notes are as follows (choose one of the following):
New and Replacement Bridge Project - Non-Canal Area, U.S.C.G. Permit Required, In-
Stream Work
New and Replacement Bridge Project - Canal Area, U.S.C.G. Permit Required, In-Stream
Work
Rehab Project - Non-Canal Area, No Formal U.S.C.G. Permit
Minor Rehab Project - Canal Area, Painting Contracts Etc., No In-Stream Work
Minor Rehab Project - Non-Canal Area, Painting Contracts Etc., No In-Stream Work
17-36 2017
Standard Notes
USE FOR NEW & REPLACEMENT BRIDGE PROJECT

NON-CANAL AREA, U.S.C.G. PERMIT REQUIRED, IN-STREAM WORK
SPECIAL NOTES
Work in Navigable Waters and Other Waterways
1. Responsibilities:
The Contractor's attention is directed to (Waterway Name) and the navigation

channel therein. It shall be the sole responsibility of the Contractor to conduct operations to
comply with all the regulations and requirements of the U.S. Coast Guard, the Corps of
Engineers, The New York State Department of Transportation, the New York State
Department of State and the New York State Department of Environmental Conservation, in
connection with but not limited to, the maintenance of navigation and water pollution control.
The Contractor shall submit six (6) copies of the plan and schedule of operations to
the New York State Department of Transportation, Region # , (Address) for approval at
least 35 days prior to commencing any work in or over the navigable waterway. Two copies
of the Contractor's plan and schedule of operations approved by the NYSDOT shall then be
submitted by the Contractor to the U.S. Coast Guard for their approval at least 21 days prior
to commencement of work.
The plan and schedule or sequence of operation shall include: A sketch of the
waterway, the location of any restrictions that will be placed in the waterway, such as barges,
anchors and anchor lines, the location and height above mean high water of any scaffolding
or netting, the placement, type and dimensions of cofferdams, dolphins, spars, etc., if used,
method of screening silt from dewatering operations and a projected set of dates and length
of time each operation will take. The schedule shall also include the hours of operation and
whether or not equipment will be removed at night.
2. Laws and Regulations:
The State has applied for a permit for the construction of this project from the U.S.
Coast Guard. It is anticipated that the U.S. Coast Guard Bridge Permit will be available for
examination at the Office of the Regional Director, Region # . The Contractor shall comply
with the requirements and provisions of this permit which are applicable to the construction
work of this contract and shall pay all costs in connection therewith including but not
necessarily limited to, the cost of any “Notice to Mariners,” the cost of relocating existing
navigation aids and the cost of services performed by the U.S. Coast Guard, as required, such
as special surveys in connection with misplaced material in waterways or making dumping
inspections. The cost to the Contractor for compliance as aforesaid shall be included in the
prices bid for the various items scheduled in the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, and
307 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816; The
General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act of
March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, Public Law 92-500; Section 103 of the
Marine Protection Research and Sanctuaries Act of 1972, 86 Stat. 1052, Public Law 92-532
as they relate to the proposed construction activities. Proposed activities in the waterway
2017 17-37
which extend beyond the purview of the State's Permits as granted by the Coast Guard and/or
the Corps of Engineers may be affected or restricted by these regulations. All costs and delays
incurred in securing authorization for extraneous work activities not included in the Permits
granted as stated herein, shall be borne by the Contractor and reflected in the prices bid for
the various contract items.
The Contractor shall obtain all other permits and licenses and pay all charges and fees
incurred. The Contractor shall give all notices necessary and incident to the due and lawful
prosecution of the work, and shall comply with all laws, ordinances, rules and regulations of
the Federal Government, the State, the City (Cities) and other bodies having jurisdiction over
the work and encompassed by their Contract.
3. Maintenance and Protection of Navigation:
a. All work shall be so conducted that the free navigation of the waterway is not
unreasonably interfered with and the present navigable depths are not impaired. The
construction of falsework, pilings or other obstructions, if required, shall be accomplished in
accordance with plans submitted to and approved by the NYSDOT (E.I.C.), and the U.S.
Coast Guard prior to work being performed. At no time during construction, shall restrictions
be placed upon navigation without first receiving approval of the E.I.C. and the U.S. Coast
Guard. The Contractor shall contact both Offices at least (15) fifteen days prior to the proposed
restriction periods.
All dredged material taken from the waterway beds shall be removed in accordance
with the conditions as stated and/or required by the U.S. Coast Guard, the Corps of Engineers,
the New York State Department of State and the Certification of Compliance with Water
Quality Standards issued in accordance with Section 401(a)(1) Public Law 92-500, by the
New York State Department of Environmental Conservation for this project.
b. Signal Lights and Markers:
Permanent navigation lights shall be installed in accordance with Title 33, Code of
Federal Regulations, Part 118.70. The Contractor shall display signal lights, including any
other aids to navigation whether permanent or temporary, and conduct operations in
accordance with the General Regulations of the U.S. Coast Guard. The Contractor will be
required to comply with all the provisions of the Coast Guard's “Inland Rules of the Road”
governing all aspects of this project as they relate to navigable waters.
The Contractor shall service and maintain all “Aids to Navigation” (lights, fog horn,
buoys, etc.) from the time they are installed until all work of the contract has been completed,
at which time they shall be left in place and their maintenance taken over by others or removed
as ordered by the State of New York and/or the Coast Guard.
Specific approval of the lights proposed to be furnished shall be obtained in writing

from the State of New York and the Coast Guard by the Contractor. The Contractor shall
submit for approval by the State, drawings and catalogue cuts of the lights, relays and
batteries proposed to be furnished, including details for mounting and securing same, in
accordance with New York Standard Specifications in effect at the time.
17-38 2017
Standard Notes
The Contractor shall also furnish and install warning signs along the banks of the
waterway as specified by the Contract Plans and/or the E.I.C. where they may be readily seen
by mariners approaching the bridge. These signs shall warn mariners that they are
approaching a bridge construction area and that caution should be observed. Size,
construction and lettering of the signs shall conform to the FHWA Manual on Uniform Traffic
Control Devices. All costs incurred in connection with these signs shall be included in the lump
sum price bid for Item 619.02 - Construction Signs, or subsequent Item in effect at that time.
c. Notice to Mariners:
The Contractor shall notify the Coast Guard and the E.I.C. thirty (30) days in advance
of work completion so that the appropriate notice can be given to mariners. The Contractor
shall keep all offices apprised of conditions existing at the site, which relate to navigation, so
that marine traffic may be notified accordingly, on a timely basis.
d. Temporary Removal of Navigation Aids:
The temporary removal or changes in location of channel markers may be required to

facilitate navigation. The Contractor shall notify the Engineer and the U.S. Coast Guard at
least 10 days prior to the desired removal of any channel marker in order that appropriate
permission may be obtained and navigation interests fully informed in advance of the
proposed change in location.
e. Preservation of the Existing Waterway:
It shall be the responsibility of the Contractor to insure that the waterway and channel
depths are not affected by the work. Should it be suspected that the waterway or channel
depths may have been impaired or that an obstruction may exist from the work, the Contractor
shall upon the request of the Coast Guard, Corps of Engineers or the E.I.C., provide the
necessary equipment and personnel to undertake a survey to determine the presence of any
obstructions, objects or silting that may have occurred during construction.
Before commencement of work in or near the waterway, the Contractor shall conduct
a fathometric survey (soundings) of the waterway bottom based on U.S.G.S. Datum for the
full width of the waterway and for a distance 150 feet upstream and downstream of the work
site (new structure, bridge being replaced). Soundings shall be taken on a 10 foot grid. A copy
of the soundings shall be submitted to the E.I.C.
Upon completion of the contract, an inspection of the waterway shall be performed

again to insure that all construction wastes have been completely removed from the waterway.
This inspection shall consist of both a fathometric (soundings) survey and a wire drag. The
survey shall be taken on a 10 foot grid and cover the area previously surveyed. The wire drag
shall be performed after a review and comparison of the soundings have been made by the
Engineer-In-Charge.
2017 17-39
f. Misplaced Materials:
Should the Contractor, during the progress of the work, lose, dump, throw overboard,
sink or misplace any material, plant, machinery or appliance, which may be dangerous or
obstruct navigation, the Contractor shall promptly recover and remove the same. The
Contractor shall give immediate notice of such obstruction to the Coast Guard and the E.I.C.
The Notice shall give a description and location of any such object and action taken or being
taken to protect navigation. Until removal can be effected, the object(s) shall be properly
marked in order to protect navigation. Should the Contractor neglect to remove, or refuse to
promptly remove any such obstruction, the E.I.C. shall have the same removed and charge
the costs against monies due to the Contractor or recover under his Bond.
g. Obstruction of Channel and Waterway:
Should the Contractor's plant obstruct the channel and waterway so as to endanger
the passage of vessels, as defined in the River and Harbor Act, it shall be promptly moved to
the extent necessary to afford a practicable passage. Upon completion of the work, the
Contractor shall promptly remove the plant, including ranges, buoys, piles, anchors and other
markers placed by the Contractor under the Contract, either on shore or off shore.
4. Payment
Payment for all of the aforesaid items contained in these SPECIAL NOTES - “Work
in Navigable Waters and Other Waterways” shall be included and reflected in the prices bid
for the various contract items. No separate payment will be made for compliance with the
conditions stated herein.
17-40 2017
Standard Notes
USE FOR NEW & REPLACEMENT BRIDGE PROJECT

CANAL AREA, U.S.C.G. PERMIT REQUIRED, IN-STREAM WORK
SPECIAL NOTES
The contractor's attention is directed to the Erie Canal and the navigation channel
therein. It shall be the sole responsibility of the Contractor to conduct operations to comply
with all the regulations and requirements of the U.S. Coast Guard, the Corps of Engineers,
the New York State Department of Transportation, the New York State Department of
Environmental Conservation and the New York State Canal Corporation in connection with,
but not limited to, the maintenance of navigation and water pollution control.
The State has applied for a permit for the construction of this project from the U.S.
Coast Guard. It is anticipated that the permit will be available for examination at the Office of
the Regional Director, Region # , (Address) . The contractor shall comply with
the requirements of all permits (USCG, Corps of Engineers, NYSDEC 401/Wetlands,) which
are applicable to the construction work of this contract. This shall include the payment of all
costs in connection therewith including, but not necessarily limited to, the cost of any “Notice
to Mariners,” the cost of relocating existing navigation aids and establishing additional
navigation aids during the course of construction and the cost of services performed by the
U.S. Coast Guard, and the New York State Canal Corporation as required, such as special
surveys in connection with misplaced materials in waterways.
The Contractor shall submit a **** plan and schedule of operations to the following
governmental agencies for approval before work may commence in or over the waterway.
The NYSDOT must approve the plan before submission to other agencies having jurisdiction.
Please note minimum review times required:
a) NYSDOT - Three copies, 45 days prior to commencement of work. Send to Regional

Director, Region #____________(Address)_________
b) U.S. Coast Guard- One copy, 30 days before work is commenced. Send to
Commander (obr),_________Coast Guard District,_________(Address)__________.
c) Division Canal Maintenance Engineer - One copy, 21 days prior to commencement of

work. Send to New York State Canal Corporation, ________(Address)________ requesting
(a) plan approval, (b) a “Work Permit” for project construction over Canal property, (c)
permission to temporarily occupy Canal Corporation property for the length of time needed to
complete construction (including sufficient area for storage of equipment and supplies).
d) Director, New York State Canal Corporation - One copy, 21 days prior to
commencement of work. Send to 30 South Pearl Street, Albany, N.Y. 12207.
The Contractor should consider sending the plan and schedule of operations to all
agencies simultaneously after receiving NYSDOT approval to provide ample time for
coordination of comments before actual work is begun. The NYSDOT is not responsible for
delays attributable to any Office of the Canal Corporation or the Coast Guard.
2017 17-41
****The plan and schedule or sequence of operation shall include where applicable:
a sketch of the waterway, the location of any restrictions that will be placed in the waterway,
such as barges, anchors and anchor lines, the location and height above mean high
water of any scaffolding or netting, the placement, type and dimensions of falsework, pilings,
temporary access fills, cofferdams, dolphins, spars, etc., if used, method of screening silt
from dewatering operations and a projected set of dates and length of time each operation
will take. The schedule shall also include the hours of operation and whether or not
equipment will be removed at night.
The Contractor is hereby informed that in the remainder of these “Special Notes,” all
references to the New York State Canal Corporation shall be understood to mean the
“Division Canal Maintenance Engineer” (DCME).
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307,
401 and 404 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat.
816; the General Bridge Act of 1946 (33 USC 525), Sections 9 and 10 of the Rivers and
Harbors Appropriations Act of March 3, 1899 (33 USC 403); Section 103 of the Marine
Protection and Sanctuaries Act of 1972, Public Law 92-532 as they relate to proposed
construction activities. Proposed activities in the waterway which extend beyond the purview
of permits and/or certifications granted to the NYSDOT by the Coast Guard, Corps of
Engineers, New York State Department of State and New York State Department of
Environmental Conservation may be affected or restricted by these regulations. All costs and
delays incurred in securing authorization for extraneous work activities not included in the
permits granted as stated herein, shall be borne by the Contractor and reflected in the prices
bid for the various contract items.
a. The Contractor is hereby advised that the navigation season on the Canal extends
from approximately April 10th to December 1st. The operations of the Contractor may be
restricted during this period. All work shall be so conducted that the free navigation of the
waterway is not interfered with and the present navigable depths are not impaired. At no time
during construction shall restrictions be placed upon navigation, or channel markers be moved
without first receiving approval of the E.I.C., the New York State Canal Corporation and the
U.S. Coast Guard. The Contractor shall contact all Offices at least 21 days prior to the
proposed restriction.
Permanent navigation lights shall be installed in accordance with Title 33, Code of
Federal Regulations, Part 118. The Contractor shall display signal lights, including any other
aids to navigation whether permanent or temporary, in accordance with the General
Regulations of the U.S. Coast Guard. Specific lighting requirements are indicated on the
Contract Plans and the U.S.C.G. Lighting Authorization. The Contractor will also be required
to comply with all the provisions of the Coast Guard's “Inland Rules of the Road” governing
all aspects of the construction of this project as they relate to navigable waters.
17-42 2017
Standard Notes
Specific approval of the lights proposed to be furnished shall be obtained in writing

from the NYSDOT by the Contractor. All permanent navigation lights shall be of sufficient
candlepower as to be visible against background lighting at a distance of at least 6000 feet
on 90% of the nights of the year.
The Contractor shall also furnish and install warning signs along the banks of the
waterway at locations specified by the NYSDOT where they may be readily seen by
approaching mariners. These signs shall warn mariners that they are approaching a bridge
construction area and that caution should be observed. Wording of the signs shall be
approved by the Engineer-In-Charge. Size, construction and lettering shall conform to the
FHWA Manual on Uniform Traffic Control Devices. All cost incurred in connection with these
signs shall be included in the lump sum price bid for Item 619.02 - Construction Signs or
subsequent Item in effect at that time.
The Contractor shall service and maintain all “Aids to Navigation” (lights, fog horn,
buoys, etc.) from the time they are installed until all work on the contract has been
completed, at which time they shall be left in place and their maintenance taken over by
others or removed as ordered by the NYSDOT and/or the Coast Guard.
The Contractor shall notify the Coast Guard, E.I.C. and the New York State Canal
Corporation thirty days in advance of work completion so that the appropriate notice can be
given to mariners. The Contractor shall keep all offices apprised of conditions existing at the
site which concern navigation, so that marine traffic may be notified accordingly and on a
timely basis.
d. Preservation of the Existing Waterway:
a fathometric survey (soundings) of the waterway bottom based on U.S.G.S. datum for the
full width of the waterway and for a distance of 150 feet upstream and downstream of the work
site (understood to mean the new bridge and/or bridge being replaced or rehabilitated
including any detour structure (structures) that may be required as part of this contract).
Soundings shall be taken on a 10 foot grid.
shall, upon request of the Coast Guard, Corps of Engineers or the E.I.C., provide the
obstructions, objects or silting that may have occurred during construction. The Contractor
shall give immediate notice of such obstruction to the E.I.C. and the Coast Guard. Notices
shall give a description and location of the objects and action being taken to protect navigation.
Until removal can be effected, the object(s) shall be properly marked in order to protect
navigation. Should the Contractor neglect to remove or refuse to promptly remove any such
obstruction, the E.I.C. shall have the same removed and charge the costs against monies
due to the Contractor or recover under his Bond.
2017 17-43
Upon completion of this Contract, an inspection of the waterway bottom shall

be performed again to insure that all bridge construction wastes have been completely
removed from the waterway. This inspection shall consist of both a fathometric survey
(soundings) and a wire drag. The survey shall be taken on a 10 foot grid and cover the area
previously surveyed. The wire drag shall be performed after a review and comparison of the
soundings have been made by the Engineer-In-Charge.
4. Payment
Payment for all of the aforesaid Items contained in these “Special Notes” shall be
included and reflected in the prices bid for various Contract Items. No separate payment will
be made for compliance with the conditions stated herein.
17-44 2017
Standard Notes
REHABILITATION PROJECT
NON-CANAL AREA, NO FORMAL U.S.C.G. PERMIT
SPECIAL NOTES
The Contractor's attention is directed to (Waterway Name) and the

navigation channel therein. It shall be the sole responsibility of the Contractor to conduct
operations to comply with all the regulations and requirements of the U.S. Coast Guard, the
Corps of Engineers, the New York State Department of Transportation, the New York State
Department of State, and the New York State Department of Environmental Conservation in
connection with, but not limited to, the maintenance of navigation and water pollution control.
The Contractor shall submit four (4) copies of the plan and schedule of operations to
the New York State Department of Transportation, Region # ,
(Address) for approval at least 35 days prior to commencing any

work in or over the navigable waterway. Two copies of the Contractor's plan and schedule of
operations approved by the NYSDOT shall then be submitted by the Contractor to the U.S.
Coast Guard for their information at least 21 days prior to commencement of any work in the
waterway.
anchors and anchor lines, the location and height above mean high water/maximum navigable
water of any scaffolding or netting, the placement, type and dimensions of cofferdams,
dolphins, spars etc., if used, method of screening silt from dewatering operations and a
projected set of dates and length of time each operation will take. The schedule shall also
include the hours of operation and whether or not equipment will be removed at night.
The Contractor shall comply with the requirements and provisions of all U.S. Coast
Guard regulations that are applicable to the construction work of this contract and shall pay
all costs in connection therewith including, but not necessarily limited to, the cost of any
“Notice to Mariners,” the cost of relocating existing navigation aids and the cost of services
performed by the U.S. Coast Guard, as required, such as special surveys in connection with
misplaced material in waterways or making dumping inspections. The cost to the Contractor
for compliance as aforesaid shall be included in the prices bid for the various items scheduled
in the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307
and 401 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816;
The General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act
of March 3, 1899 (33 U.S.C. 403); Section 103 of the Marine Protection Research and
Sanctuaries Act of 1972, 86 Stat. 1052, Public Law 92-532 as they relate to his proposed
construction activities.
2017 17-45
To the best of our knowledge, this project does not require a formal U.S. Coast Guard
bridge permit. Work in the waterway is being progressed under a Corps of Engineers
Nationwide Permit in accordance with 33 CFR 330.5(A)#__. The Contractor should note that
while a formal permit requirement is not anticipated, this waterway is a navigable waterway of
the U.S. under jurisdiction of the U.S. Coast Guard and Corps of Engineers. Any cost and
delays incurred in securing authorization for work activities not previously approved shall be
borne by the Contractor and reflected in the prices bid for various contract items.
the Federal Government, the State, the City (Cities) and other bodies having jurisdiction over
the work and encompassed by their Contract.
unreasonably interfered with and the present navigable depths are not impaired. The
construction of false work, pilings or other obstructions, if required, shall be accomplished in
accordance with plans submitted to and approved by the NYSDOT E.I.C. and the U.S. Coast
Guard prior to construction. At no time during construction shall restrictions be placed upon
navigation without first receiving approval of the E.I.C. and the U.S. Coast Guard. The
Contractor shall contact all Offices at least (21) twenty one days prior to the proposed
restriction periods.
All dredged material taken from the waterway beds shall be removed in accordance
with the conditions as stated and/or required by the U.S. Coast Guard, the Corps of Engineers
and the Certification of Compliance with Water Quality Standards issued in accordance with
Section 401(a)(1) Public Law 92-500, by the New York State Department of Environmental
Conservation for this project.
The Contractor shall display signal lights, including any other aids to navigation
whether permanent or temporary, and conduct operations in accordance with the General
Regulations of the U. S. Coast Guard. Specific lighting requirements are indicated on the
contract plans and the U.S.C.G. Lighting Authorization. The Contractor will be required to
comply with all the provisions of the Coast Guard's “Inland Rules of the Road” governing all
aspects of this project as they relate to navigable waters. The Contractor shall also furnish
and install warning signs along the banks of the waterway at locations specified by the
NYSDOT where they may be readily seen by approaching mariners. These signs shall warn
mariners that they are approaching a bridge construction area and that caution should be
observed. Wording of the signs shall be approved by the Engineer-In-Charge. Size,
construction and lettering shall conform to the FHWA Manual on Uniform Traffic Control
Devices. All cost incurred in connection with these signs shall be included in the lump sum
price bid for Item 619.02 - Construction Signs or subsequent Item in effect at that time.
17-46 2017
Standard Notes
The Contractor shall notify the Coast Guard and the E.I.C. thirty (30) days in advance
of work completion so that the appropriate notice can be given to mariners. The Contractor
shall keep all offices apprized of conditions existing at the site, which relate to navigation, so
that marine traffic may be notified accordingly, on a timely basis.

facilitate navigation. The Contractor shall notify the Engineer and the U.S. Coast Guard at
least 21 days prior to the desired removal of any channel marker in order that appropriate
shall, upon the request of the Coast Guard, Corps of Engineers, or the E.I.C., provide the
obstructions, objects or silting that may have occurred during construction.
a fathometric survey (soundings) of the waterway bottom based on U.S.G.S. Datum for the
full width of the waterway and for a distance 46 m upstream and downstream of the work site
(new structure, bridge being replaced). Soundings shall be taken on a 10 foot grid.
Upon completion of the contract, an inspection of the waterway shall be performed

again to insure that all construction wastes have been completely removed from the waterway.
This inspection shall consist of both a fathometric (soundings) survey and a wire drag. The
survey shall be taken on a 10 foot grid and cover the area previously surveyed. The wire drag
shall be performed after a review and comparison of the soundings have been made by the
E.I.C.
Contractor shall give immediate notice of such obstruction to the Coast Guard and the
Engineer. The Notice shall give a description and location of any such object and action taken
or being taken to protect navigation. Until removal can be effected, the object(s) shall be
properly marked in order to protect navigation. Should the Contractor neglect to remove, or
refuse to promptly remove any such obstruction, the Engineer shall have the same removed
and charge the costs against monies due to the Contractor or recover under his Bond.
2017 17-47
g. Obstruction of Channel and Waterway:
Should the Contractor's plant obstruct the channel and waterway so as to endanger
the passage of vessels, as defined in the River and Harbor Act of 1899, it shall be promptly
moved to the extent necessary to afford a practicable passage. Upon completion of the work,
the Contractor shall promptly remove the plant, including ranges, buoys, piles, anchors and
other markers placed by him under the Contract, either on shore or off shore.
4. Payment:
Payment for all of the aforesaid items contained in these SPECIAL NOTES - “Work in
Navigable Waters and Other Waterways” shall be included and reflected in the prices bid for
the various contract items. No separate payment will be made for compliance with the
conditions stated herein.
17-48 2017
Standard Notes
MINOR REHABILITATION PROJECT - CANAL AREA

USE FOR PAINTING CONTRACTS ETC., NO IN-STREAM WORK
SPECIAL NOTES
The Contractor's attention is directed to the (Waterway Name) and the

operations as to comply with all the regulations and requirements of the U.S. Coast Guard,
the Corps of Engineers and the New York State Department of Environmental Conservation
in connection with, but not limited to, the maintenance of navigation and water pollution
control.
bridge permit. However, this waterway is a navigable waterway of the U.S. and as such, is
under the jurisdiction of the U.S. Coast Guard, Corps of Engineers and the New York State
Canal Corporation.
The Contractor shall notify the U.S. Coast Guard 30 days in advance of commencing
work over the waterway so that a “Notice to Mariners” may be published in a timely manner.
Coast Guard approval of the plan and schedule of operations is not necessary for this type of
bridge work.
The Contractor is required to submit a plan and schedule of operations***to the

following governmental agencies for their review 30 days before work may commence.
a) NYSDOT: Four copies. Send to Regional Director, Region # , New York State
Department of Transportation, (Address) for approval at least 35 days prior
to commencing any work.
b) Division Canal Maintenance Engineer: One Copy. At least 21 days prior to

commencement of work. Send to New York State Canal Corporation,
(Address) requesting (a) plan approval, (b) a “Work Permit”, (c) permission to
temporarily occupy Canal Corporation property for the length of time needed to complete
construction (including sufficient area for storage of equipment and supplies).
c) Director, New York State Canal Corporation: One copy for information. Send to 30
South Pearl Street, Albany, N.Y. 12207.
***The plan and schedule or sequence of operation shall include: A sketch of the
water of any scaffolding or netting, the placement, type and dimensions of dolphins, spars
etc., if used, and a projected set of dates and length of time each operation will take. The
schedule shall also include the hours of operation and whether or not equipment will be
removed at night.
2017 17-49
The Contractor should be familiar with the regulations of Sections 301, 302, 306 and
307 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat. 816; The
General Bridge Act of 1946-(33 USC 525), Sections 9 & 10 of the Rivers and Harbors Act of
March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, Public Law 92-500; Section 103 of the
as they relate to his proposed construction activities. Proposed activities which extend beyond
the purview of permits, certifications and/or approvals previously granted to the NYSDOT for
this project by the Coast Guard, Corps of Engineers and/or the New York State Department
of Environmental Conservation may be affected or restricted by these regulations. All cost and
delays in securing authorization for extraneous work activities not included in the
aforementioned approvals shall be borne by the Contractor and reflected in the prices bid for
the various contract items.
unreasonably interfered with and the present navigable depths are not impaired. At no time
during construction shall restrictions be placed upon navigation without first receiving approval
of the E.I.C., the Canal Corporation and the U.S. Coast Guard. The Contractor shall contact
all Offices at least 21 days prior to the proposed restriction periods.

The Contractor shall display signal lights, including any other aids to navigation whether
permanent or temporary, in accordance with the General Regulations of the U.S. Coast
Guard. The Contractor will be required to comply with all the provisions of the Coast Guard's
“Inland Rules of the Road” governing all aspects of this project as they relate to navigable
waters.
The Contractor shall notify the Coast Guard, the Canal Corporation and the E.I.C. thirty
(30) days in advance of work completion so that the appropriate notice can be given to
mariners. The Contractor shall keep both Offices apprized of conditions existing at the site,
which relate to navigation, so that marine traffic may be notified accordingly, on a timely basis.

facilitate navigation. The Contractor shall notify the Engineer at least 21 days prior to the
desired removal of any channel marker in order that U.S. Coast Guard/Canal Corporation
17-50 2017
Standard Notes
depths are not affected by the work. Should it be suspected that river or channel depths may
have been impaired or that an obstruction may exist from the work, the Contractor shall, upon
request of the E.I.C. or the U.S. Coast Guard, provide the necessary equipment and personnel
to undertake a survey to determine the presence of any obstructions, objects, or silting that
may have occurred during construction.
Contractor shall give immediate notice of such obstruction to the Coast Guard, the Canal
Corporation and the Engineer. Notices shall give a description and location of any such object
and action taken or being taken to protect navigation. Until removal can be effected, the
object(s) shall be properly marked in order to protect navigation. Should the Contractor neglect
to remove, or refuse to promptly remove any such obstruction, the Engineer shall have the
same removed and charge the costs against monies due to the Contractor or recover under
his Bond. Upon completion of the work, the Contractor shall promptly remove the plant,
including ranges, buoys, piles, anchors and other markers placed by the Contractor, either on
shore or off shore.
4. Payment
Payment for all of the aforesaid items contained in these SPECIAL NOTES shall be
included and reflected in the prices bid for the various contract items. No separate payment
will be made for compliance with the conditions stated herein.
2017 17-51
MINOR REHABILITATION PROJECT - NON-CANAL AREA

USE FOR PAINTING CONTRACTS ETC., NO IN-STREAM WORK
SPECIAL NOTES
No In-Stream Work - Series One - Non Canal Area

The Contractor's attention is directed to the (Waterway Name) and the

operations to comply with all the regulations and requirements of the U.S. Coast Guard, the
Corps of Engineers, the New York State Department of Environmental Conservation and the
New York State Department of State in connection with, but not limited to, the maintenance
of navigation and water pollution control.
The Contractor shall submit five (5) copies of plan and schedule of operations to the
New York State Department of Transportation, for approval at least 40 days prior to
commencing any work over the navigable waterway. Two (2) copies of the plan and schedule
approved by the Department shall in turn be submitted by the Contractor to the U.S. Coast
Guard for their information at least 30 days prior to commencement of work.
water of any scaffolding or netting, the placement, type and dimensions of dolphins, spars
etc., if used, and a projected set of dates and length of time each operation will take. The
schedule shall also include the hours of operation and whether or not equipment will be
removed at night.
The Contractor shall comply with the requirements and provisions of all U.S. Coast
Guard, Corps of Engineers, New York State Department of State and New York State
Department of Environmental Conservation regulations that are applicable to the construction
work of this contract and shall pay all costs in connection therewith including, but not
necessarily limited to, the cost of any “Notice to Mariners,” the cost of relocating existing
navigation aids and the cost of services performed by the U.S. Coast Guard, as required, such
as special surveys in connection with misplaced material in waterways or making dumping
inspections. The cost to the Contractor for compliance as aforesaid shall be included in the
prices bid for the various items scheduled in the Proposal.
The Contractor should be familiar with the regulations of Sections 301, 302, 306, 307,
401 and 404 of the Federal Water Pollution Control Act of 1972, Public Law 92-500, 86 Stat.
816; The General Bridge Act of 1946-(33 USC 525) Sections 9 & 10 of the Rivers and Harbors
Act of March 3, 1899 (33 U.S.C. 403); Section 404, Stat. 816, P.L. 92-500; Section 103 of the
as they relate to proposed construction activities.
17-52 2017
Standard Notes
bridge permit. However, this waterway is a navigable waterway of the U.S. under the
jurisdiction of the U.S. Coast Guard and Corps of Engineers. Any cost and delays incurred in
securing authorization for work activities not previously approved shall be borne by the
Contractor and reflected in the prices bid for various contract items.
the Federal Government, the State, and other bodies having jurisdiction over the work
encompassed in this Contract.
unreasonably interfered with and the present navigable depths are not impaired. At no time
during construction, shall restrictions be placed upon navigation without first receiving
approval of the E.I.C. and the U.S. Coast Guard. The Contractor shall contact both Offices at
least 21 days prior to the proposed restriction periods.
The Contractor shall conduct operations in accordance with the General Regulations
of the U.S. Coast Guard. The Contractor will be required to comply with all the provisions of
33 CFR Part 118 and the “Inland Rules of the Road” governing all aspects of this project as
they relate to navigable waters.
The Contractor shall notify the Coast Guard and the E.I.C. thirty (30) days in advance of
work completion so that the appropriate notice can be given to mariners. The Contractor
shall keep both Offices apprized of conditions existing at the site, which relate to
navigation, so that marine traffic may be notified accordingly, on a timely basis.

facilitate navigation. The Contractor shall notify the Engineer at least 30 days prior to the
desired removal of any channel marker in order that U.S. Coast Guard permission may be
obtained and navigation interests fully informed in advance of the proposed change in
location.
2017 17-53
It shall be the responsibility of the Contractor to insure that the waterway and
channel depths are not affected by the work. Should it be suspected that river or channel
depths may have been impaired or that an obstruction may exist from the work, the
Contractor shall, upon request of the E.I.C. or the U.S. Coast Guard, provide the necessary
equipment and personnel to undertake a survey to determine the presence of any
obstructions, objects, or silting that may have occurred during construction. Should an
obstruction be found, the Contractor shall give immediate notice of such obstruction to the
E.I.C. and the Coast Guard. Notices shall give a description and location of the object(s)
and action being taken to protect navigation. Until removal can be effected, the object(s)
shall be properly marked in order to protect navigation. Should the Contractor neglect to
promptly remove any such obstruction, the E.I.C. shall have the same removed and charge
the cost against monies due to the Contractor or recover under his Bond.
4. Payment:
Payment for all of the items contained in these SPECIAL NOTES shall be included
and reflected in the prices bid for the various contract items. No separate payment will be
made for compliance with the conditions stated herein.
17-54 2017
Appendix 17A
Bridge Removal
Typical Removal Methods
 Reinforced concrete removal is usually done by breaking up the concrete with a hoe-
ram and then removing the concrete pieces individually. Blasting may be used for
massive concrete structures or substructures.
 Steel girders are typically picked with a crane and cut into smaller pieces on the ground
but they can also be dropped in place, depending on the under feature at the bridge
location.
 Prestressed concrete beams are usually lifted by crane and broken apart in a
controlled area because of the danger due to the tension release in the prestressing
strands during demolition.
 Short trusses can be lifted and removed by a crane and disassembled on the ground.
Longer trusses can be disassembled by individual panels utilizing temporary supports
or they can be dropped in place, depending on the under bridge feature. Blasting has
also been used.
PE Requirement Guidelines for Bridge Removal Plan
The Standard Specifications require the Contractor to submit a removal plan, prepared by a
Professional Engineer, to the Engineer thirty (30) days prior to the commencement of
demolition. In some cases this may not be needed and the Department can waive the
requirement for a PE prepared removal plan. The following project-specific information shall
be considered by the designer to determine whether the PE prepared removal plan
requirement can be waived when a bridge removal is required:
1. Bridge type
2. Bridge complexity/geometry
3. Under bridge features (traffic, navigable stream, pedestrian movement, parking)
4. Site conditions, accessibility, urban/rural
5. Condition of existing structure
6. Required equipment and placement on bridge
General Policy
Bridges that may qualify for waiver of the PE removal plan requirement are short (50 feet)
span bridges over non-navigable waterways or unoccupied open space that can easily be
barricaded. All exceptions shall be reviewed on a project specific basis by the Regional
Structures Engineer.
Regardless of removal plan requirements, general removal notes shall be placed in the
contract documents indicating the availability of record plans and the removal plan
requirements. “Removal Notes” are provided in section 17.3 of this manual.
2017 17A-1
Section 18
Special Specifications
18.1 Introduction
A special specification shall be used to pay for an item of work if:
 There is no Standard Specification that covers the type of work.
or
 The work is substantially different from the standard specifications and the
differences have a cost effect. If the cost of the differences is minimal (on a unit
basis), then a special specification is not needed; notes on the Plans will suffice.
Notes that involve substantial cost changes are not fair to the Contractors bidding on
a project since they may be missed in the rush to prepare a bid.
The use of special specifications should be minimized. Efforts shall first be made to use a standard
specification. However, the use of a special specification is appropriate when introducing new
products or techniques. Detailed information on specification procedure, item number suffixes
and item number serialization is presented in Chapter 21 of the Highway Design Manual.
2017 18-1
Section 19
Bridge Rehabilitation
19.1 Introduction
The purpose of Section 19 is to identify the engineering activities that contribute to the technical
component of the conception, development and design of a bridge rehabilitation project. These
engineering activities assure that the proposed rehabilitation alternatives are technically
compatible with the stated project objectives, are cost effective and are independent of the project
delivery method. This section also provides guidance for the rehabilitation of steel and concrete
bridge components.
19.2 Bridge Rehabilitation vs. Replacement Guidelines
Several factors shall be considered in making the determination if the bridge should be
rehabilitated or replaced. These factors were investigated in the initial scoping, review and
assessment phase and are expanded upon during the in-depth scoping of the project. They are:
 Safety
 Type of Bridge
 Bridge Standards
 In-Depth Inspection Findings
 Work Zone Traffic Control
 Feature Crossed
 Other Factors
 Cost
These factors are all interrelated; each factor must be thoroughly investigated and considered
both individually and collectively before the rehabilitation versus replacement decision is made.
All conclusions reached shall be fully documented in the project file and in the appropriate Design
Approval Document.
The following sections were developed to provide guidance in making the often difficult
rehabilitation versus replacement decision. The factors in the following subsections are presented
one at a time and are not necessarily in any order of importance. A Bridge Rehabilitation versus
Replacement Worksheet is provided at the end of this section to assist in making the rehabilitation
versus replacement decision.
19.2.1 Safety
Accident history and accident potential shall be examined for the project. In terms of safety, the
accident history is the most important element in the RH/RP decision. Accident history can be
2017 19-1
determined by examining the accident reports on file. Although sometimes inconclusive, this
review should look for trends in accident patterns that would point to whether the bridge caused
or contributed to the accidents.
While not as significant as accident history, accident potential shall also be considered.
Geometrics which contain clear potential for accident problems shall be considered for
improvement. The necessary improvements may have a direct impact on the RH/RP decision.
The review of geometrics shall include, but are not limited to: horizontal and vertical alignments,
bridge width, horizontal and vertical clearances, etc. These elements shall be compared to the
standards and evaluated against accident potential. If the accident history or accident potential
indicates the bridge geometrics are unacceptable, the safety problem shall be addressed in a
rehabilitation project or by replacing the structure.
19.2.2 Type of Bridge
Some bridges, by their very type and details, will determine the rehabilitation or replacement
strategy. The Bridge Safety Assurance Vulnerabilities shall be taken into consideration when
making the rehabilitation versus replacement decision. The five vulnerability manuals
(Hydraulics, Steel Details, Concrete Details, Seismic and Collision) should be consulted for further
information and guidance.
Redundancy is a very significant factor in determining the rehabilitation versus replacement

decision. The Department puts special emphasis on bridges where failure of one principle load
carrying member would result in the probable collapse of the structure. The rehabilitation versus
replacement decision of non-redundant structures shall take into consideration its sensitivity to
being non-redundant, the consequences of no action and the feasibility of adding redundancy to
the structure. Some non-redundant structures, such as trusses are of less concern regarding
failure than others, such as two girder bridges of welded construction. Non-redundancy shall be
a factor in favor of replacement.
Projects involving waterway crossings are another category of bridges where the type of
construction can impact the rehabilitation versus replacement decision. A bridge crossing a
waterway where there is a potential for scour and where the substructures are not supported on
a deep foundation or rock shall be considered for replacement. If replacement is not a feasible
alternative the rehabilitation shall include scour mitigation.
Examples of other types of construction favoring replacement include; concrete arches, concrete
frames and jack arch bridges. Because of their monolithic construction rehabilitation work on
these types of structures has proven to be difficult and expensive and it is often most cost effective
to simply let these types of bridges “live out” their useful life.
19.2.3 Bridge Standards
When any bridge is considered for rehabilitation, that structure shall be reviewed for compliance
with current standards. Existing horizontal and vertical alignments and clearances, lane and
shoulder widths, load capacity and seismic capacity shall be compared to current standards and
policies. The free board and hydraulic history of the bridge shall also be reviewed. When making
the rehabilitation versus replacement decision, consideration shall be given to improving all
existing nonstandard features by rehabilitation or by replacing the bridge. If improvements can
not be made or the improvements that can be made do not meet current standards, a nonstandard
feature justification is required for all features not meeting current standards.
19-2 2017
19.2.4 Bridge Inspections for Rehabilitation Projects
Bridge inspections are essential in making the rehabilitation versus replacement decision. The
bridge inspections serve to assist the designers in progressing bridge rehabilitation projects to
completion. In general, there are two types of bridges inspections performed for rehabilitation
projects:
- In-Depth Bridge Inspection is a detailed inspection of an entire bridge which can include
both destructive and non-destructive testing. It is more complete than a general inspection
and the results can be used to satisfy NYSDOT’s requirements for a General Inspection.
More details on these inspections including personnel qualifications can be found in the
NYSDOT Bridge Inspection Manual (BIM).
- Limited Bridge Inspection is normally limited to the element(s) being addressed in the
project and shall be detailed enough to determine the true condition of the element being
investigated.
Bridge inspections for rehabilitation projects typically begin with a thorough review of the latest
General Inspection Report, the existing bridge plans and a site visit to verify the structural and
operation deficiencies and to determine the level of inspection necessary to progress the
rehabilitation project to completion.
If the objective of the rehabilitation project is to address multiple structural and/or operational
deficiencies that were identified during the initial assessment of the project, an In-Depth Bridge
Inspection is required. If during the initial assessment of a project it is determined the structure
is in generally good condition except for a limited number of structural deficiencies and the
operational deficiencies do not pose a safety concern, a Limited Bridge Inspection focusing on
those elements is usually adequate to meet the project objectives.
The goal of both the In-Depth and Limited Bridge Inspection is to collect enough relevant
information to make an informed decision about the scope of the project. The information
collected during the In-Depth or the Limited Bridge Inspection shall be detailed enough to
determine the true condition of the structure and allow for the completion of a Level 1
Load Rating when applicable. Other criteria, such as type of construction, capacity demands,
hydraulic adequacy, ROW constraints and possible work zone traffic control schemes are
examples of information that should be collected during the inspection. This “other” criteria
often has an impact and could dictate decisions on the scope of work necessary for a bridge
rehabilitation project.
It is imperative when planning an In-Depth Inspection that the Office of Structures and Regional
Design Project Managers coordinate with the Regional Inspection Unit to ensure that duplicative
inspection efforts will not occur. This coordination should explore the feasibility of utilizing
existing Consultant or State bridge inspection personnel along with the project design team to
perform both the In-Depth Inspection and the General Inspection as a single activity. For some
projects there may be a significant cost benefit to assign the project development team the
General Inspection and In-Depth Inspection responsibilities. If the inspection will be performed
independent of the Consultant or State inspection teams all personnel performing the In-Depth
Inspection are required to meet the qualifications specified in the Uniform Code of Bridge
Inspection, the National Bridge Inspection Standards (NBIS) and the Bridge Inspection Manual
(BIM).
2017 19-3
The Uniform Code of Bridge Inspection (UCBI) defines an In-Depth Inspection as a

comprehensive detailed inspection of an entire bridge which frequently incorporates destructive
as well as non-destructive inspection techniques. It is more complete and more intensive than a
General Bridge Inspection and the results of the inspection can be used to satisfy the UCBI
requirements for a General Inspection. The UCBI also requires that an In-Depth Bridge
Inspection be performed in accordance with the Department’s Specification for In-Depth
Inspection. Prior to the In-Depth Inspection a Professional Engineer shall review the
specification for applicability to the bridge or project and if necessary, develop modification in
the form of an addendum to the specification.
If an In-Depth Bridge Inspection is performed independent of Consultant or State inspection staff

the following shall be met:
• The General Inspection Report shall be generated from the In-Depth Inspection.
• The inspection team shall meet the appropriate qualifications and training requirements
specified in the UCBI and the NBIS.
• Pre-approval of the Inspection Team (Team Leader and Assistant Team Leader) and the
Quality Control Engineer by the Office of Structures’ Inspection Unit Supervisor is required
before the start of the In-Depth Inspection.
• The General Inspection shall be waived only at the discretion of the Office of Structures’
Bridge Inspection Unit Supervisor.
For additional guidance and requirement see the NYSDOT Bridge Inspection Manual.
19.2.5 Work Zone Traffic Control
All bridge work from simple maintenance projects to the most the complex rehabilitation projects
involves managing traffic during construction. The project developer needs to account for both
vehicular and pedestrian traffic during all phases of construction. There are several work zone
traffic control strategies available to the project developer to successfully manage traffic during
construction, they include:
• Detouring the traffic around the project site
• Maintaining traffic on a temporary bridge
• Maintaining traffic on a portion of the existing structure, utilizing staged construction
• Maintaining traffic on the existing bridge while a new structure is constructed on a new
alignment
• A combination of these strategies
Each of the work zone traffic control strategies mentioned above shall be carefully investigated
as to their safety, practicality, overall cost, impacts to traffic and impacts on the surrounding
community. In some cases, work zone traffic control will be driven by the fact that there is only
one feasible solution to managing the traffic.
19-4 2017
19.2.6 Feature Crossed
The feature crossed can have a significant impact on the type of work proposed and associated
cost. Often hydraulic inadequacies and poor stream alignment will push the rehabilitation versus
replacement decision towards replacement. Environmental, navigation, railroad, or vehicular
traffic concerns will push the decision towards rehabilitation.
19.2.7 Other Factors
There are other subjective factors that drive the rehabilitation versus replacement decision that
have nothing to do with the structural adequacy of the structure. These considerations may be
of a historical, social, political or traffic capacity nature. Some other factors that have an
influence on the decision include; the functional importance of the structure and the impact the
structure has on the overall transportation system of the project area. These factors can and do
influence the rehabilitation versus replacement decision on bridge projects. These factors are
difficult to categorize into specific indicators that will trigger a particular decision. When these or
any other considerations become apparent on a project, they should be treated as additional
subjective factors and given the weight they deserve in the decision process. Because many of
these factors are subjective, the people and agencies involved in the project may reach different
conclusions. Instead of this being a stumbling block, it is a good opportunity to discuss the
differing view points to gain the knowledge and experience of others when making the
rehabilitation versus replacement decision.
19.2.8 Cost
The estimating of both rehabilitation and replacement costs is usually performed at the
conclusion of the scoping phase. Only feasible rehabilitation and replacement
alternatives should be estimated.
The replacement estimate shall be done in accordance with current NYSDOT procedures. The
current system, developed by the Office of Structures is based on a shoulder break square foot
unit cost. It was developed for use early in the development of a project where bridge
particulars, such as size, type and location of the structure have not been established. The
shoulder break methodology compensates for positioning abutments anywhere within the
shoulder break length along the shoulder break slope line. This replacement estimating tool
provides the basis from which the project developer can compare the cost of rehabilitation to
the replacement cost.
The rehabilitation estimate is much more difficult to develop and cannot and shall not be
developed from the biennial inspection report. A good rehabilitation estimate is dependent on
the initial assessment of the project and the detailed information gathered and analyzed in
the in-depth phase of scoping. The estimate is based on the major items necessary to
complete the proposed work and on similar past projects. The project developer should keep in
mind that the actual rehabilitation construction work will most likely not be done for several
years. The estimate shall have reasonable projections to compensate for continued
deterioration.
2017 19-5
The replacement and the rehabilitation estimates for all feasible alternatives shall also include
the cost of the Work Zone Traffic Control, all highway and project related costs necessary to
develop a complete cost estimate.
Once the estimates for all feasible alternatives have been established the next step is to compare
the rehabilitation to the replacement costs of that portion of the project directly related to the
structure. This relationship should be established in terms of the rehabilitation cost being a
percentage of the replacement cost (RH/RP percentage). Due to the inherent uncertainties of
estimating practices, the cost percentage determinations between rehabilitation and replacement
are broken down into three ranges. These ranges were developed by examining the life cycle
costs of rehabilitation and replacement for several bridge models. These models varied the type
of work to determine the effect on annualized costs. These models assumed a gradually
increasing annual maintenance cost and a 4% discount rate.
First Range: RH/RP percentage less than 65%. The factors outlined in this section shall
be examined prior to making the rehabilitation vs. replacement decision. If the factors are
compatible with the proposed rehabilitation the recommendation is rehabilitation.
Second Range: RH/RP percentage between 65% and 85%. Rehabilitation or

replacement may be the preliminary choice. The factors outlined in this section shall be
examined to ensure compatibility with the proposed rehabilitation and a life cycle cost
comparison shall be made and documented before the rehabilitation versus replacement
decision is made.
Third Range: RH/RP percentage greater than 85%. The preliminary choice is
replacement. Other factors must again be examined for compatibility with replacement.
For example, detouring traffic in highly urbanized areas may not be feasible from a
capacity point of view and constructing a temporary structure may not be possible from a
right-of-way point of view. Construction of a replacement bridge alongside the existing
bridge may not be possible due to right-of-way restrictions, even with stage construction.
In this case, an expensive rehabilitation would be done rather than a replacement.
If the rehabilitation alternative has been determined to be cost effective the Project Developer
shall determine how best to program the rehabilitation. Based on the project’s objectives and
monies available the Project Developer has three ways to deliver rehabilitation projects, they are:
Complete Bridge Rehabilitation: A complete bridge rehabilitation identifies and

addresses the structural deficiencies and when economically justified, any operational
deficiencies identified during project scoping in a single contract.
Phased Bridge Rehabilitation: A phased bridge rehabilitation identifies and addresses

the structural deficiencies and if economically justified, any operational deficiencies
identified during project scoping in multiple contracts.
Element Specific Bridge Rehabilitation: An element specific bridge rehabilitation is

programmed bridge work that typically does not involve the evaluation of different
alternatives but addresses specific (not necessarily all) structural deficiencies.
19-6 2017
19.3 Scoping
19.3.1 Feasible Rehabilitation Alternatives
After the initial review and assessment outlined in Section 3.1 additional engineering during
“Scoping” is often required to refine and/or eliminate alternatives identified during the initial review
and assessment. The engineering process becomes more project specific and a more detailed
investigation of the structure is required. The following technical activities, described below will
assist the project developer in gathering and analyzing the information necessary to make the
rehabilitation versus replacement determination and determine the feasible alternatives:
 Investigate the Structure’s Vulnerabilities to Potential Modes of Failure
Evaluate the impact to the project scope and cost of the work necessary to address a
structure’s vulnerability to potential modes of failure. Assess the structure and its details
using the procedures provided in the Bridge Safety Assurance Policy. The following five
vulnerabilities shall be investigated:
- Hydraulics
- Steel Details
- Concrete Details
- Seismic
- Collision
 Assess the Structural Integrity of the Existing Bridge and the Potential for restoring Full
Capacity through Rehabilitation
o Assess the Condition of the Existing Deck
Using the information gathered in the In-Depth Bridge Inspection, determine if the
existing bridge deck can be rehabilitated or if deck replacement is the best option.
The decision to rehabilitate or replace and existing deck can significantly impact
the design criteria, the associated rehabilitation work and the cost of the project. It
is imperative to accurately define the condition of the structural deck and determine
the rehabilitation work necessary to restore or replace an existing deck.
Perform and document a bridge deck evaluation in accordance with the current
Bridge Deck Evaluation Manual.
o Assess the Condition of the Superstructure

Based on the results of the In-depth Bridge Inspection determine the extent of the
rehabilitation work necessary and associated costs of the rehabilitation work
necessary to restore and/or improve the capacity of the primary and secondary
members.
Perform and document a Level 1 Load Rating based on the information gathered
during the In-depth Bridge Inspection. The Level 1 Load Rating provides a base
structural capacity from which the extent of rehabilitation work necessary to restore
and/or improve the capacity of the identified structural deficiencies is determined.
2017 19-7
o Assess the Condition of the Substructures
Based on the information obtained during the In-depth Bridge Inspection determine
the extent of the rehabilitation work necessary and associated costs of the
rehabilitation work necessary to restore and/or improve the capacity of the
substructures. When warranted, a structural analysis of the abutments and piers
shall be performed. The analysis of the substructures will provide a base structural
capacity from which the extent of rehabilitation work required to address the
identified structural deficiencies of the substructures is determined.
o Determine Feasible Rehabilitation Alternatives and Assess the Constructability of

those Feasible Alternatives.
Based on the project’s objectives and the condition assessments of the existing
deck, superstructure and substructures determine the feasible rehabilitation
alternatives. Feasible rehabilitation alternatives can be broad based or narrowly
focused depending on the needs identified during the condition assessment of the
structure and the stated project objectives. The feasible alternatives can range
from maintenance type work, element specific work, deck overlays, deck
replacement or a comprehensive rehabilitation addressing the identified structural
and operational deficiencies.
Another important factor to consider when determining the feasible alternatives is

the impacts the proposed rehabilitation work has on the constructability of the
project. The affects of construction operations, construction loads and work zone
traffic control can have a significant impact on the remaining portions of the
structure during rehabilitation operations and shall be thoroughly investigated.
When warranted, a structural analysis of the remaining portions of the
superstructure, piers and abutments shall be performed. The impacts of
construction operations, construction loads and work zone traffic control during
construction shall be determined.
o Determine the Reasonable Cost of the Rehabilitation Alternatives identified as

feasible and determine the Replacement Cost.
Using the guidance outlined in Section 19.2.8, determine the reasonable cost of
the identified feasible rehabilitation alternatives and the cost to replacement the
structure. The rehabilitation cost and replacement cost shall reflect the cost of all
highway and project related costs necessary to develop a complete project. Project
related costs shall include but are not limited to Work Zone Traffic Control and
Right of Way.
19-8 2017
BRIDGE REHABILITATION vs. REPLACEMENT WORKSHEET

Factor Review Prelim. RH/RP* Direction (if any)
Are there accidents attributable to Yes ...........................................Proceed to I-B.
I. Safety A. the bridge geometry or highway No .................................................... RP or RH.
approach geometry?
If there were accidents, were there Yes ...............RP or RH with corrections to the
any fatalities or is the number of safety problem.
B.
accidents above the Statewide No .................................................... RP or RH.
average?
Is there an accident potential? Yes ......................... RP or RH with corrections
C. (Highway, waterway, or railroad) to the accident potential.
No .................................................... RP or RH.
Bridge Is the bridge nonredundant? Yes ...............RP or RH by adding redundancy.
II. A.
Type No .................................................... RP or RH.
Does the bridge have fatigue Yes ...................... RP or RH remove or modify
B. sensitive details? critical details.
No .................................................... RP or RH.
Does the type of bridge or how the Yes ............................................................ RP.
C. bridge was constructed preclude No .................................................... RP or RH.
rehabilitation?
Does existing bridge conform to all Yes ................................................... RP or RH.
III. Standards A.
current standards? No ..........................................Proceed to III-B.
Can bridge be rehabilitated and Yes ................................................... RP or RH.
B.
brought up to standards? No .............................................................. RP.
Can the nonstandard feature(s) be Yes ................................................... RP or RH.
C.
justified? No .............................................................. RP.
Can traffic be detoured off the Yes ................................................... RP or RH.
IV. WTZC A.
project site? No ......................................... Proceed to IV.B.
Can traffic be maintained on the Yes ............................................................. RP.
B. existing bridge with a new bridge No ......................................... Proceed to IV-C.
built alongside?
Can construction be staged? Yes ................................................... RP or RH.
C.
No ......................................... Proceed to IV-D.
Can a temporary structure be used Yes ................................................... RP or RH.
D.
on the project site? No ............. WZTC needs to be reinvestigated
If existing bridge is over water, Yes ............................................................. RP.
have there been hydraulic No .................................................... RP or RH.
Feature problems indicating an inadequate
V. A.
Crossed opening or poor stream alignment
which would require a span
adjustment?
Does the existing bridge span Yes ................................................. RP or RH*.
anything that requires special No .................................................... RP or RH.
consideration, such as a railroad,
B. navigable waterway, or an
environmentally sensitive feature? *The feature crossed shall be thoroughly
examined and considered in RH/RP analysis.
Special attention to the cost is required.
2017 19-9
Are there subjective factors that Yes ................................................. RP or RH*.

influence the RH/RP decision? No .................................................... RP or RH.
Other
VI. A. Subjective factors include *The subjective factor(s) shall be thoroughly
Factors
historical, social, political or ROW examined and considered in RH/RP analysis.
Special attention to the cost is required.
Is the rehabilitation cost  65% of Yes .............................................................RH.

VII. Cost A.
the replacement cost? No ......................................... Proceed to VI-B.
Is the rehabilitation cost between Yes ............................. Consider other factors.
B. 65% and 85% of the replacement No ........................................ Proceed to VII-C.
cost?
Is the rehabilitation cost  85% of Yes ............................................................. RP.
C.
the replacement cost?
* RH = Rehabilitate
RP = Replace
Table 19-1
Bridge Rehabilitation vs Replacement Worksheet
19.3.2 Scoping Conclusion and Project Documentation
Once the “Scoping” phase of the project has concluded the “Project Documentation” phase
begins. The project documentation phase begins with development of the Bridge Rehabilitation
Justification Report, preparation of the Design Approval Document and concludes with Design
Approval.
 Compare all Feasible Alternatives, Summarize and Select the “Preferred Alternative”
The project developer shall compare all feasible alternatives, summarize and document
the feasible alternatives in the Bridge Rehabilitation Justification Report (BRJR)
(see Appendix 19B). The BRJR shall be completed for all rehabilitation projects
including Element Specific Bridge Work as defined in the Project Development Manual
– Appendix 7 – Exhibit 7-1. The BRJR shall include the relevant information gathered,
cost estimate(s) and conclusions reached during the “Scoping” phase of the project.
The BRJR shall also make a recommendation justifying the scope of the “Preferred
Alternative’ to be progressed in Final Design. When necessary the BRJR shall also
include; a project plan with horizontal control data, a profile with vertical control data,
existing and proposed transverse sections of the highway, bridge approaches, bridge
superstructure and the work zone traffic control strategy.
The Bridge Rehabilitation Justification Report shall be submitted to the Office of Structures
for review and approval by the DCES. After approval, the BRJR shall be incorporated into
the technical portion of the draft Design Approval Document. The draft Design Approval
Document shall be circulated for review and comments. Once all comments have been
resolved the Design Approval Document shall be submitted for Design Approval in
accordance with the Project Development Manual.
19-10 2017
19. 4 Final Design
The Final Design phase of a rehabilitation project begins at Design Approval. This phase of
project development adds the necessary engineering and detailing to design the “Preferred
Alternative” selected during project “Scoping” and culminates with the submission of the Plans,
Specifications and Estimate (PS&E) package. The following technical activities or milestones
of this phase of project development serve to develop the contract documents that enable
the Department to advertise, let/award and construct the project.
• Prepare a Preliminary Structure Package (Bridge Widening and Superstructure
Replacement Projects only)
The Preliminary Structure Package is developed from the Bridge Rehabilitation Report
(which includes the Bridge Rehabilitation Justification Report), considering the comments
generated from the technical review of the Bridge Rehabilitation Justification Report and
the Bridge Rehabilitation Report. The Preliminary Structure Package presents the project
in more detail and shall present a complete picture of the bridge project and the work to
be accomplished.
The designer prepares and submits a Preliminary Structure Package for a Technical
Progress Review. After comment resolution, the Preliminary Structure Package for bridge
widening and superstructure replacement shall be submitted to the Deputy Chief Engineer
Structures (DCES) for approval.
• Prepare an Advance Detail Plan Package (ADP’s)
The Advance Detail Plan package is developed to ensure that the structural solution being
developed is consistent with the project’s purpose and objectives, it addresses the
conditions identified during scoping and is technically and economically appropriate. The
designer prepares and submits the Advance Detail Plan Package for a Technical
Progress Review.
• Assemble a Plans, Specifications and Estimate Package (PS&E)
The Plans, Specifications and Estimate Package, allows the Department to advertise,
let/award and construct the project. The designer assembles and submits the PS&E
Package to the Design Quality Assurance Bureau for processing. A final Technical
Progress Review shall be completed prior to advertising.
19.5 Concrete Rehabilitation
Repair of concrete in rehabilitated structures can be a very complex subject. Only a few topics
are discussed in this manual. For information on specific applications and repair techniques, the
designer is urged to contact the Materials Bureau. Also, for information on Fiber Reinforced
Polymer repair, see Structures Design Advisory 02-002 and Engineering Instruction EI 05-001.
An important factor to keep in mind for a rehabilitation project is that the quantity of concrete
repair necessary will almost always increase between the time of inspection and the time the
work is performed. The designer needs to exercise judgment in the rate of deterioration when
preparing the estimate of quantities.
2017 19-11
19.5.1 Concrete Scaling
There are two kinds of hardened concrete scaling: surface and deep. The probable causes of
deep scaling are lack of entrained air or an improper water to cement ratio. Treatment options
are to either place a bonded concrete encasement around the affected area or to replace the
concrete entirely.
Surface scaling is generally caused by improper construction techniques, such as watering the
concrete during finishing. If detected early, regular sealing of the surface may inhibit scaling.
Otherwise, a bonded concrete encasement can be placed or the concrete surface can be
ground out and a new surface installed. Another possible option is to ignore the problem until
the scaling becomes severe enough to warrant replacement.
When concrete is placed against soil with a high sulfate content, the chemical attack causes
surface scaling that progresses to deep scaling. The only treatments for this type of attack are to
place a bonded concrete encasement or complete replacement.
19.5.2 Concrete Spalling
When reinforcing steel in concrete corrodes the volume of the reinforcing bar increases. This
expansion causes tensile stresses on the concrete surface which leads to a regular pattern of
cracks and spalls over the entire surface. The possible treatments are to patch the surface,
replace the concrete with a thicker cover, or completely replace the concrete.
If the concrete is batched with aggregate that is not chemically inert with the cement, a pattern
of map cracking and spalling can develop. Treatments for this condition are either to place a
thicker cover over the reinforcing bars or the complete replacement of the concrete.
Another cause of concrete spalling is the combination of freezing temperatures and water
penetration into the pores, cracks, voids, or porous stone aggregates of the concrete. This cycle
of freezing and thawing causes spalls and popouts of the concrete surface as the water freezes
and expands below the surface of the concrete. Treatment for this condition is to provide proper
drainage to prevent ponding of water on the surface, patch or replace all cracks and spalls, or to
provide a bonded concrete encasement or overlay.
19.5.3 Concrete Cracking
The causes of cracking are the same as for spalling, with the addition of drying shrinkage and
structural distress. Under drying shrinkage, tension develops on the surface of the concrete as
the volume of the concrete decreases as the concrete cures and water evaporates from the
surface. These cracks can range from singular cracks in thin narrow members, to craze or map
cracking for deeper members. Singular cracks can be treated by epoxy injection, flexible
sealant, complete replacement, or encasement with reflective crack control. Craze or map
cracking can be treated by either surface replacement or placement of bonded concrete.
Under structural distress, concrete produces singular cracks when subjected to excessive loads,
unanticipated settlements, or insufficient reinforcement. Treatments for this failure are to reduce
the loads, correct the settlement, add pressure relief joints, replace the concrete with proper
reinforcement, epoxy inject to bond fresh cracks, or stitching.
19-12 2017
Treatment of concrete cracks may depend on the type and size of the crack. The two types of
cracks are working cracks and nonworking cracks. The width of a working crack, such as a
transverse deck crack, changes due to applied loads or temperature effects. The width of a
nonworking crack, such as shrinkage cracks in an abutment stem, does not change.
Crack treatment repair options:
Working Cracks
and/or Nonworking
Treatment
Deicer Exposure Cracks
(flatwork)
Do Nothing < 0.004” < 0.007”
Penetrating Sealer < 0.007” < 0.012”
High Molecular Weight Methacrylate (HMWM)

> 0.007” > 0.012”
Epoxy Injection
Table 19-2
Concrete Cracking Treatments
19.5.4 Concrete Sealers
Sealers can be a cost-effective means of inhibiting corrosion of uncoated reinforcing steel, steel
with too little concrete cover, or steel embedded in concrete which exhibits hairline cracks.
However, sealers are not considered a cost-effective means of inhibiting corrosion when applied
to mature concrete of standard quality that utilizes other means of corrosion protection, such as
epoxy-coated steel, specialty overlays, etc. Also, sealers cannot be used below grade or below
the water line, because they provide no protection when submerged.
There are two types of sealers: coating and penetrating.
 Penetrating sealers are more effective in blocking the ingress of water and chlorides and are
less expensive than coating sealers. When a penetrating sealer is applied to concrete, it
penetrates the surface, chemically bonds to the concrete, and inhibits the intrusion of water
and chlorides. Because penetrating sealers bond below, not on, the surface, they are not
abraded away easily.
 Coating sealers should only be used when a uniform appearance is necessary (e.g., when
sealing over partial "patch” repairs). Coating sealers can provide a uniform color to hide
underlying repairs while providing protection. They should not be used on newly constructed
concrete structures, unless the intended color of the new structure is other than grey.
2017 19-13
Usage Guidelines: Apply a protective sealer according to Item 559.16960118 or 559.17960118

(verify if item has been updated by EI) to all other concrete elements vulnerable to chlorides and
characterized by one or more of the following conditions: uncoated reinforcing steel, less than the
current standard design concrete cover, hairline cracks (0.007” wide or less). All repairs to
concrete elements with a history of corrosion related distress should also be sealed according to
Item 559.16960118 or 559.17960118. (Verify if item has been updated by EI) These elements
include, but are not limited to, concrete barriers, concrete pier protection, columns, piers,
wingwalls, retaining walls, and substructure elements under deck joint systems. The application
of concrete sealers is important in marine environments and along coastal waters where salt water
spray is prevalent. Do not apply sealers to areas of concrete elements which will be more than 1
ft. below grade or under water.
19.6 Steel Rehabilitations
Once the decision has been made to rehabilitate a steel superstructure, several design
considerations must be examined. These pertain especially to structures riveted and fabricated
before circa 1957. It is critical to field verify the principal controlling dimensions of the structure.
19.6.1 Deck Replacements
Standard Specifications require a Demolition Plan be submitted by the Contractor for all deck
removal operations. Most structural concrete slabs would not require that the plan be prepared,
checked, and sealed by a Professional Engineer. For these instances, the following items shall
be used:
• 202.2201 Removal of Steel Supported Structural Slab (with shear connectors) – Type A
• 202.2301 Removal of Steel Supported Structural Slab (without shear connectors) – Type A
• 202.24 Removal of Concrete Superstructure Supported Concrete Slab (with shear
connectors)
• 202.25 Removal of Concrete Superstructure Supported Concrete Slab (without shear
connectors)
There are situations where a PE stamped Demolition Plan should be required. The following
project-specific information shall be considered by the designer to determine when the PE
prepared removal plan should be required:
 Bridge type
 Bridge complexity/geometry
 Condition of existing structure
 Required equipment and placement on bridge
When the deck removal operations could lead to instability of the structure, such as
superstructures that include cantilever spans, fracture critical spans, arch support structures, steel
tub girder systems, two girder systems, and some tall slender girder structures, during the removal
operation, the following items shall be used:
• 202.2202 Removal of Steel Supported Structural Slab (with shear connectors) – Type B
• 202.2302 Removal of Steel Supported Structural Slab (without shear connectors) –Type B
19-14 2017
A large number of skewed steel girder superstructures were constructed with staggered
diaphragms in the past. Plate girders with thin webs (< ⅜”) and staggered diaphragms have
shown a tendency to form web cracks adjacent to the web plate snipe due to out of plane
bending. Due to this issue, when designing a deck replacement on a steel superstructure with
staggered diaphragms, designers shall either detail replacement of the staggered diaphragms
with ones that are in-line and follow the current standards or detail a retrofit that alleviates the
stress concentrations in the area of the fatigue prone detail. The determination of which
approach to take shall be made on a case by case basis.
For additional information, see the Appendix C of the Bridge Inspection Manual
19.6.2 Structure Widening/Stage Construction
It is imperative when designing additional girders for a structure widening where the existing
deck is not being replaced that the deflected profile of the new girders match the profile of the
existing girders. For example, the new girders shall not include camber for superimposed dead
load if the existing girders were not cambered for that load. The designer must provide for
differential deflection between existing and new girders.
Constructibility of the structure or widening shall be carefully considered. Shop and field welded
joints shall be worked out so that the sub assemblies fabricated are able to fit properly in the
field. Only fillet welds and complete joint penetration welds should be shown. The existing steel
to be welded may require special preheat because of its chemistry. In many cases it is better to
design bolted details.
When designing connections, interference with other members shall be considered. This is also
true when making spans continuous for live load or full dead load. Welding of stiffeners is not
allowed to the splice plates. Lateral gusset plates may have to be moved.
19.6.3 Painted vs. Unpainted
Special consideration shall be given to blast cleaning requirements and the specifications
governing the painting or coating of the new structure. Often, because of the nature of the work,
the existing and new structures will be painted using different items. The limits of each
controlling item shall be clearly shown on the plans.
19.6.4 Fracture-Critical Member (FCM) Work
When dealing with FCMs, such as large floorbeams in a truss or column connections, the
process of structure reassembly must be considered. The structure must be erected such that
there are no unaccounted for internal stresses induced by the assembly sequence. To ensure
this “zero stress” state, the system may require erection shoring, or the system may be
assembled in the shop and transported to the site.
2017 19-15
Steel available at the time of original construction will most likely not have the
strength, toughness and fatigue life of the steels used today. Special inspection may be
needed for the determination to reuse the existing steel. The extent of deterioration
shall be carefully considered for the lead time of the contract plans. If the project is not
anticipated to begin for two years and to be completed for four years, the additional amount of
corrosion shall be anticipated and compensated for in the design. Steels used in main
members shall be ordered to the correct level of strength and toughness. For main members,
the material shall specify Charpy V Notch (CVN) requirements for FCM Zone 2 and reference
the direction of rolling (See SCM Section 507).
19.6.5 Rehabilitation of Riveted Structures
The following considerations should be addressed during design of riveted structures that will be
rehabilitated:
 It is important to consider the original construction, and the need to bring the structure
up to the current AASHTO code requirements for strength, service life, and fatigue
resistance. Riveted connections in structures are classified as Category D for fatigue
resistance per the AASHTO Specifications. In order to upgrade this classification,
removal of all rivets, reaming all holes, and installation of oversized bolts is necessary.
In lieu of retrofitting, remaining fatigue life may be calculated using the Section 7 of the
AASHTO Manual for Bridge Evaluation. If the calculated remaining safe life exceeds
the remaining expected service life of the structure, further work is not required if the
component is in good condition.
 An in-depth inspection of the steel and riveted connections shall be performed during
preliminary engineering. The extent of deterioration that is documented in the in-depth
inspection shall be clearly identified on the contract plans. Pack rust shall be noted in
the in-depth inspection, as it is a critical issue for riveted structures. Even a very small
amount of pack rust can increase substantially in a period of only a few years and will
have a major impact on the serviceability of the bridge. It is essential that any pack
rust, no matter how slight, be identified.
 Use of bolted repairs is preferred on most riveted bridge rehabilitation projects,

because of the difficulty and cost associated with welding older steels.
 Types of Repairs:
Removal of Rivets and Replacement with High Strength Bolts:
The determination as to when to replace individual rivets in built-up structural

elements is based mainly on the section loss of the rivet head. An estimate based
on a field survey shall be used to determine the quantity of rivets to be replaced.
This shall be detailed on the contract plans. It is recommended that this estimate
be increased to take into account unknown or unforeseen field conditions, as it is
not uncommon for this percentage to go to 100% where rivets are concealed by
the deck.
19-16 2017
Designers should contact the Metals Engineering Unit for rivet removal and
replacement notes and details to be placed on the contract plans.
Total quantities shall be confirmed by the E.I.C., and paid for under Item 586.05.
Coverplated Repairs of Riveted Members:
Cover-plating shall be considered for the repair of localized areas of

deterioration, such as the ends of stringers under joint systems, when the deck
and bearings are being replaced, when the remainder of the structural element is
in good condition, and/ or when the replacement of the entire element does not
fall under the scope of the project. Since existing rivet holes are rarely available
for these new connections, it is recommended that new cover-plates with full size
shop drilled holes be provided for field use. After assembly and alignment, the
holes in the new steel shall be used as a template to field drill new holes in the
existing steel.
It is important that designers clearly define all holes to be field drilled on the
contract plans, as the Contractor will be paid for each designated hole location.
The following note shall be placed on the appropriate contract drawings:
Field drilling existing steel to be included under Item 586.10; and installation of
new steel coverplates and bolts to be paid for under Item 564.51nnnn.
Replacement of Members, Member Components, and Member Connections:
Based on the extent of deterioration, consideration shall be given to replacing the

existing member components and connections with new steel sections and high
strength bolts.
Generally, new steel that will mate to existing steel shall be brought out to the
field blank (without predrilled holes). Thereafter, rivet holes in the existing steel
shall be used as a one time template to core drill full size holes in the new
steel. This method is preferred by both Contractors and NYSDOT as it simplifies
fabrication, expedites construction, and provides the hole quality required by the
SCM.
Another less preferred and more time consuming approach is to use templates to
fabricate the replacement element. This method requires the contractor to
disassemble the connection, create a template of the existing rivet pattern, and
then fabricate a replacement element. This method can only be used when the
bridge can be closed to traffic and the use of temporary supports is possible.
Removal of existing steel and associated connections shall be paid for under
Items 589.01nnnn or 589.52nnnn; drilling new steel to match existing holes
shall be included under Item 564.xx; and installation of new steel and new bolts
shall be paid under Item 564.xx.
A legend specifying payment items and sections showing the locations where
existing holes are to be used for the repair shall be clearly defined on the contract
plans.
2017 19-17
Additional notes to designer:
1. Where deterioration is found in riveted primary members (multi-girder), designers shall

review the project scope. If the deck is being replaced as part of the same project,
replacement of existing riveted members with new steel may be faster and more cost-
effective.
2. For non-redundant two-girder structures with floor beams, replacement may not be an
option.
3. As repairing riveted members tends to be very costly, an analysis shall be performed to

determine the cost benefit of repairing rivet holes versus replacing the elements. Rivet
replacement and field drilling both cost in the range of $100 per hole, and a fairly simple
repair on a plate girder can have 100 holes.
4. Note that the cost of temporarily supporting a member during rivet removal may be higher
than the cost of repairs.
5. Projects that involve riveted structures should have the required work determined after the
In-depth Inspection is done. Biennial inspection data is usually not precise enough to
accurately estimate the cost or scope of work on the rehabilitation of a riveted structure.
19.6.6 A7 Steel Retrofits or Replacement
It is recommended to replace existing A7 steel with ASTM A709 Grade 36 or Grade 50 whenever
possible. FCM Zone 2 steel should be used for FCM members.
If A7 steel is to be retained and welding is to be considered, a chemical analysis should first be

performed in order to determine the Carbon Equivalent (CE). This is because the ASTM A7
specification did not contain limits for carbon or other commonly used alloying elements and a
higher CE negatively affects weldability. The CE shall be calculated using the following formula:
CE=C + (Mn+Si)/6 + (Cr+Mo+V)/5 + (Ni+Cu)/15, where
C=Carbon percentage Mo=Molybdenum percentage

Mn=Manganese percentage V=Vanadium percentage
Si=Silicon percentage Ni=Nickel percentage
Cr=Chromium percentage Cu=Copper percentage
(Source: AWS D1.5 Bridge Welding Code, 2010)
The CE value is used along with plate thickness to specify preheat and interpass temperatures
for all welding onto A7 steel, including studs. Table 19-4 shall be used to specify the temperature
values. For dissimilar plate thicknesses, the thicker value shall be used. If no chemical test is
performed, a CE of 0.55 is to be assumed.
19-18 2017
Preheat and interpass

CE, % Plate Thickness, inches
Actual Temperature F°
0.40 max Any 50
0.41 to 0.45 To 1 ¼ inclusive 50
inclusive Over 1 ¼ 100
To 1 ¼ inclusive 150
0.46 to 0.55
1¼-3 200
inclusive
Over 3 300
Over 0.75 Any No Welding Permitted
Table 19-3
Preheat and Interpass Temperatures for A7 Steel
If A7 steel is to be retained and welded, the following note shall be added to the plans with
the appropriate temperature from Table 19-3:
Before and during any welding operation to A7 steel (including shear studs), the steel shall be
heated to a temperature of XXX degrees fahrenheit.
19.6.7 Fatigue
If fatigue sensitive details (AASHTO category D, E, or E’) fall within the scope of the work, they
shall be analyzed for remaining life in accordance with section 7 of the AASHTO Manual for
Bridge Evaluation. Notch effects, such as rivet holes and nonradius cuts, cause stress
increases. The designer shall consider removing or retrofitting all poor details, fatigue sensitive
details and stress risers of all types. Typically the most cost effective time to remove or retrofit
fatigue sensitive details is during a deck placement project since the steel will be readily
accessible. Lateral connection plates should not be welded to tension flanges. Rivet holes
should be made round by reaming to eliminate crack initiation sites. Often when widening or
connecting two new structures, new load paths are created. The designer shall carefully
consider the stiffness of the new members and how the older adjacent members should be
strengthened in order to carry the new loadings. The designer should also consider the hands-
on inspection costs throughout the life of the structure due to the presence of the fatigue
sensitive details.
19.6.8 Partial Length Coverplate Retrofits
There are many existing highway bridges with steel beams constructed prior to the recognition
of the low fatigue resistance of partial length cover plates.
When rehabilitating structures with partial length cover plates calculate the remaining fatigue
life in accordance the Section 7 of the AASHTO Manual for Bridge Evaluation. If the remaining
fatigue life is inadequate, the beam coverplates should be retrofitted using the end bolted detail
shown in Fig. 10.3.1C in the NYSDOT Standard Specifications for Highway Bridges or Table
6.6.1.2.3-1 in the NYSDOT LRFD Bridge Design Specifications or use Ultrasonic Impact
Treatment. When adding cover plate retrofits designers need to verify that the minimum
allowable vertical clearance is not violated.
Designers can contact the Metals Engineering Unit for the cost information associated with this
retrofit.
2017 19-19
19.7 Elimination of Joints
All Maintenance and Rehabilitation projects shall consider the feasibility of eliminating all
existing deck joint systems. When all existing joints cannot be eliminated, the elimination of as
many joints a possible shall be a priority. Elimination of joints at intermediate supports is a
higher priority than eliminating joints at abutments. Justification for not eliminating joints shall
be included in the Bridge Rehabilitation Justification Report and requires approval by
the DCES.
19.7.1 General Design Considerations for Joint Elimination
The first step in determining the feasibility of eliminating joints is to investigate the global and
local effects the elimination of the joint(s) has on a structure. For design guidance on how to
determine the global and local effects contact the Office of Structures’ Standard and
Policies Unit. The global and local effects of joint elimination shall be documented in
the Bridge Rehabilitation Justification Report.
Suggested methods for joint elimination:
 At intermediate supports (projects with full deck replacement) shown in order of priority
o Conventional Link Slab (CIP decks) / UHPC Link Slab (precast decks). For design
and detailing guidance, contact the Office of Structures’ Standards and Policies
Unit.
o Live Load Continuity (steel girders), see Figure 19.1 Typical Retrofit Details
o Live Load Continuity using concrete continuity diaphragms. For design and
detailing guidance, contact the Office of Structures’ Standards and Policies Unit.
o Full continuity (steel girders), see Figure 19.1 Typical Retrofit Details
 At intermediate supports (projects with deck retention)
o UHPC Link Slab
 At abutments (all projects) shown in order of priority
o Jointless details
o Move the joint to the fill side of the backwall (when jointless details are not feasible).
For detailing guidance, contact the Office of Structures’ Standards and Policies
Unit.
19-20 2017
Figure 19.1
Typical Retrofit Details
2017 19-21
19.7.1.1 Fatigue Considerations
Fully Continuous and Continuous for Live Load continuity retrofits often put fatigue
sensitive details originally intended to only be in compression into tension and/or stress
reversal. All connection details in areas of tension or stress reversal shall be analyzed for
the stress ranges induced by the retrofit. Details of particular importance to check are butt
welded splices, partial length cover plate ends, welded lateral gusset plate connections,
connection plate/stiffener welds and shear connector welds in tension or reversal zones.
Nondestructive testing should be performed on butt welded top flange splices to ensure
weld soundness. Upgrading of fatigue sensitive details using bolted over-splicing of partial
length cover plate ends should also be considered to meet the allowable fatigue
stresses as per Article 10.3 of the Standard Specifications for Highway Bridges.
Excessive fatigue stresses or unreasonable costs to upgrade fatigue sensitive details may
dictate that a continuity retrofit not be performed. Riveted girders shall not be retrofitted for
continuity due to their uncertain fatigue performance and difficult splice detail requirements.
19.7.1.2 Detail Verification
As-built plans and/or shop drawings shall be reviewed followed by a thorough site
inspection making note of material condition, fatigue prone details, utilities, geometry, girder
alignment, and possible paint removal and containment considerations.
19.7.2 Design Guidelines for Fully Continuous and Continuous for Live
Load Retrofits
1. The retrofitted span shall be analyzed as fully continuous or continuous for live load to
determine the new moments and increased shears induced over the interior support. The
bolted flange splices shall be designed to carry the new moments, while the web splice
shall be designed to carry the increased shear. The existing piers and bearings (if being
retained) shall be analyzed for the increased reactions due to continuity. As a minimum,
the splice is made the same section size as the beams.
2. Continuity retrofits shall be designed for a load specified in the BRJR.
3. One method of increasing the design moment capacity of the continuous girder is to
increase the girder's section properties by adding bolted cover plates to the flanges of the
existing girders.
4. The negative moment capacity of the girder may be enhanced by considering the girder
over the pier as a composite section. Using this method, the longitudinal reinforcing steel
in the deck is included in computing the composite section properties. If not damaged, the
stud shear connectors for the simple span beams may be left in place during deck removal
operations. In most cases, the existing shear connectors are adequate to provide
composite action in the negative moment region between the girder and the longitudinal
reinforcing steel in the deck. Spiral shear connectors shall be replaced with stud shear
connectors because of the difficulty of removing concrete around the spirals.
19-22 2017
5. For both fully continuous and continuous for live load retrofits, additional longitudinal
reinforcing steel shall be installed in the tension regions of the continuous deck. If the full
deck is not being replaced, a portion of the existing deck concrete over the interior
supports shall be removed to install the additional reinforcement. The deck concrete shall
then be replaced as a continuous placement after the girder continuity splices are
installed. For fully continuous retrofits, the provisions of the Standard Specifications for
Highway Bridges (Art. 10.38.4.3) should be applied. This negative moment deck
reinforcement shall extend to the points of dead load contraflexure plus the development
length. For continuous for live load retrofits, the reinforcement needs only to extend to
where the combined dead load plus the negative live load moments equal zero, plus the
development length. The minimum continuous for live load reinforcement provided may
be per Standard Specifications for Highway Bridges (Art. 10.38.4.3) or be based on
concrete crack control requirements.
6. Filler plates may be used to make up differences in thickness between flanges or between
webs to be spliced. The minimum filler plate thickness allowed is ⅛” (Note: This allowance
of filler plates for continuity retrofit splices is an exception to the NYSDOT general
prohibition of their use in girder bolted splices). Machined splice plates have been used to
make up thickness differences; however, these plates are more expensive than filler plates
and generally not necessary.
7. Bolts through the bottom flanges must be arranged to avoid interfering with the bearing(s).
The use of countersunk bolts through the bottom splice plates in the area over the bearing
may reduce this interference, as well as reduce the length of the splice.
8. Installing the splice may require removing the existing end diaphragms and bearing
stiffeners. A new line of diaphragms and bearing stiffeners shall be placed over the
centerline of the new bearings. Rolled beams may not have bearing stiffeners. In this case,
new bearing stiffeners shall be designed and installed to provide support and stiffness.
New bearing stiffeners shall be bolted to the web splice assembly.
9. The remaining expansion joints on the structure, if there are any, shall be checked to verify
that they can handle the thermal expansion of the continuous girders. If it is determined
that new joints are required, they shall be designed with the current design procedure for
expansion joints.
10. The existing pier shall be analyzed for any increased longitudinal or seismic loading
caused by the continuity retrofit. Current seismic retrofit criteria should be reviewed.
Pedestals and capbeam repair or replacement may be required due to deterioration of
pier concrete below the joint connecting the simple spans or due to new bearing and
pedestal requirements.
11. The designer shall consider the constructability, variations in girder alignment and end
gap differences between adjoining girders. The designer shall consider larger splice plates
to provide extra edge distance for field fit-up. Field confirmation of dimensions and steel
condition is essential.
2017 19-23
12. Caution is advised when using continuity retrofits with stage construction. The design must
carefully consider construction sequencing. Each stage shall be structurally independent
during the retrofitting process. In no case shall two simple spans be attached to a deck
continuous over a pier. Diaphragms in the bay between the staging need to be temporarily
disconnected.
13. Continuity retrofits have been installed on a few bridges with horizontally curved decks
and straight girders set on chords. Such retrofitting should be considered only when the
angle between beams to be spliced is small (i.e., less than 4°). Flange splice plates must
be cut to fit the splice geometry or oversized plates may be used if dimensions permit.
Bent plates are used for the web splice. Lateral force effects from the angled continuous
beams must be considered in investigating the retrofit details and bearings.
14. For a retrofit made in conjunction with a full deck replacement, a new deck haunch table
using continuous concrete dead load and super-imposed dead load deflections shall be
provided. The haunch table shall be developed in conformance with the design
assumptions (fully continuous or continuous for live load) and proposed deck placement
sequence. Corresponding moment and shear tables shall also be provided.
15. A fully continuous retrofit includes replacing the existing two lines of simple-span bearings
with one line of bearings for the continuous girder. When replacing the bearings, care must
be taken to insure that the elevation of the superstructure remains the same. Tapered sole
plates may be required to maintain proper grade and elevations. The pedestals may also
have to be modified or replaced. If space constraints hamper work on the existing
pedestals, height adjustments may have to be made in the bearing plates. A construction
sequence for lifting girders and installing bearings shall be provided on the plans.
16. For continuous for live load retrofits, the two lines of bearings from the existing simple
span configuration are retained. Only the girder flanges need to be spliced. The top flange
splice shall be made using conventional bolted splice plates. The bottom (live load
compression) flange splice may be bolted, or be achieved using a compression block fitted
and welded between the flange ends. Continuous for live load retrofits require that the
deck be in place, except for the areas over the piers, prior to installing the splice. Continuity
closure pours over the pier are then placed after splicing the girders.
17. It is advisable to check the behavior of continuous for live load retrofits for a future full
deck removal and replacement. Removing a continuous for live load deck will impart a
positive moment into a continuity splice that was primarily designed for negative live load
plus superimposed dead load moments only. Uplift at the pier bearings is also theoretically
possible upon removing the deck. Normally, this load case should not be a problem since
the reduced stiffness of a continuous for live load splice relative to the girders as a whole
should minimize the magnitude of this moment redistribution. This behavior would only
occur during a temporary construction condition, therefore some overstress allowance is
reasonable. Similar behavior during a future deck replacement could also occur with fully
continuous retrofits that were installed while the existing deck was retained
19-24 2017
19.8 Truss Rehabilitation
Early involvement with the Metals Engineering Unit is highly recommended on all truss
rehabilitation projects. The following shall be addressed during design:
 It is important to consider the original construction, and the need to bring the structure up
to current AASHTO code requirements for strength, service life, and fatigue resistance.
 An in-depth inspection of the steel shall be performed during the scoping phase and the
extent of deterioration must be clearly identified on the contract plans.
 The steel used on many trusses fabricated before the advent of modern carbon steel does
not have the weldability or the resistance to fatigue that the replacement steel adds to the
structure. In some instances it is important to consider the retrofit or reconfiguration of the
design connections because of the level of stress that the stronger steel will introduce.
This may require the replacement of more steel in order to have a fatigue resistant load
path.
 Welded repairs for older steels are cost prohibitive due to the very rigorous controls
required on the welding processes. Therefore, bolted repairs shall be specified on most
truss rehabilitation projects.
 When trusses have pre-existing welded repairs to tension members, or other welded
attachments to tension members, these welds shall be removed and ground flush. In the
case of I-bar structures, these details can introduce serious defects in the fracture critical
members. For these cases, repair procedures should be requested from the Metals
Engineering Unit.
 Contract plans shall identify all main members in tension.
 Fracture critical truss members shall be called out in a separate listing. This callout
requires the contractor to follow the fracture critical control plan during fabrication. Fracture
critical members include the bottom chord of the truss (in tension areas), the vertical and
diagonals in tension, and in some truss configurations may include the end portals.
Additionally, floorbeams shall be considered fracture critical when the center-to-center
spacing exceeds 12 feet.
19.9 Seismic Rehabilitation
All bridges that are scheduled for rehabilitation shall be evaluated with regard to seismic failure
vulnerability. The purpose of this evaluation is to assess seismic retrofit measures and to
incorporate into the rehabilitation plans those measures deemed warranted to eliminate or
mitigate such failure vulnerability. (See the Bridge Safety Assurance Seismic Vulnerability
Manual.)
2017 19-25
19.9.1 Criteria for Seismic Retrofitting of Bridges Programmed for Rehabilitation
FHWA’s Seismic Retrofitting Manual for Highway Structures: Part 1 – Bridges (SRMHS) shall be
used for the evaluation and upgrading the seismic resistance of existing highway bridges. The
provisions of SRMHS shall apply to bridges of conventional steel and concrete construction with
spans not exceeding 500 feet. The Owner shall specify and/or approve appropriate provisions for
nonconventional construction and for bridges with spans exceeding 500 feet.
Conventional bridges include those with slab, beam, box girder, or truss superstructures, and
single or multiple-column piers, wall-type piers, or pile-bent substructures. In addition,
conventional bridges are founded on shallow or piled footings or shafts. Nonconventional
bridges include suspension bridges and bridges with truss towers or hollow piers for
substructures and arch bridges.
19.9.2 Seismic Performance Criteria
The strengthening of existing bridges to the same earthquake resistance required of new bridges
is not always practical or cost effective. It is therefore, the intent of these criteria to upgrade
elements to be retrofitted to “new bridge” seismic criteria where feasible.
The intent of the retrofitting guideline is to follow the SRMHS incorporating the latest NYSDOT
LRFD Bridge Design Specifications design response spectrum and minimum design
requirements. However, the following changes to the SRMHS shall be applied:
 Bridges shall be evaluated only for the upper level earthquake ground motions with a 7
percent probability of exceedance in 75 years corresponding to a return period of about
1000 years.
 Critical and Essential bridges shall be combined in one category and will be evaluated
under ‘Essential Bridge’ as defined in the Retrofit Manual.
 Design Response Spectrum shall be constructed incorporating site factors in accordance
with .
 Minimum support length requirements are to be calculated in accordance with the
NYSDOT LRFD Bridge Design Specifications.
19.9.3 Retrofitting Priority
For “Critical and Essential” bridges in Seismic Performance Zone ‘2’ and higher or in Seismic
Design Category ‘B’ and higher or in New York City (Downstate*) area, seismic retrofit work
shall be included in the first scheduled rehabilitation activity for the structure.
For ‘Standard’ bridges, as defined in the SHMRS, in Seismic Performance Zone ‘2’ and higher
or in Seismic Design Category ‘B’ and higher or in New York City (Downstate*) area, seismic
retrofit work described above should be included in the first scheduled rehabilitation work for the
structure. Element Specific rehabilitation contracts should include as much of the seismic retrofit
work as can be accommodated by project cost and compatibility of activities.
19-26 2017
19.9.4 Guidelines for Seismic Retrofit Process

The nature and extent of scheduled rehabilitation work can influence the decision to include or
defer seismic retrofit activities. Compatibility of the seismic retrofit work with other intended work
will make the seismic actions more cost effective. In most cases seismic isolation of vulnerable
elements using conventional bearings or seismic isolation bearings is the least expensive
retrofit. Only when seismic isolation is not feasible and/or more expensive than the upgrade of
element(s), an upgrade shall be used. The following guidelines should be employed in
determining the extent and implementation of seismic retrofit work.
Certain bridge types (e.g. multiple simple spans), or details (e.g. high rocker bearings) which are
more vulnerable to earthquake damage shall be evaluated for seismic retrofit work based on the
probable severity of damage and its impact on serviceability of the bridge.
Seismic Performance Zone (SPZ) ‘1’ or Seismic Design Category (SDC) ‘A’ Bridges will not, in
general, require seismic retrofit. However, for bridges programmed for rehabilitation, the
designer shall incorporate the following seismic resistant details if they are compatible with other
work in the contract.
 Replace high steel rocker-type expansion bearings with elastomeric bearings.

 Provide continuity at piers supporting simple spans if the deck is being replaced.
 Provide cable restraints at those piers with inadequate support length when a continuity
retrofit will not be done.
The most common approach for retrofitting a SPZ 2 and higher or SDC B and higher or Downstate
Zone bridge is by increasing the capacity of the structure by strengthening or replacing the
vulnerable element(s) to meet the demand. These conventional strengthening techniques are
addressed in the SRMHS.
19.9.4.1 Replacement of High Steel Rocker and Low Steel Sliding Bearings
Replace high steel rocker bearings with elastomeric bearings whenever possible. Replace or
retrofit companion fixed bearings as needed. Replace low steel sliding bearings on essential or
critical structures, and on structures requiring bearing restoration work. Low steel fixed bearings
which are in good condition may be kept or replaced as conditions warrant. Exceptions may be
made to this general guideline when bridges are extremely wide, with many stringers in cross
section, or when spans are continuous over several supports, and bearings are functioning
properly and in good condition.
Expansion high steel bearings supporting non-redundant elements, either superstructure or
substructure (pier caps), shall be replaced. Fixed bearings may be kept or replaced as conditions
warrant.
19.9.4.2 Providing Continuity to Multiple Simple Spans
See Section 19.7.2 for continuity retrofit guidance. Where continuity by splicing is not feasible,
cable restrainers or other connecting devices shall be provided when continuity is seismically
required.
2017 19-27
19.9.4.3 Bridge Seat Extension

The bridge seat width shall satisfy the Minimum Support Length requirements specified in the
NYSDOT LRFD Bridge Design Specifications. This requirement is applicable for support
lengths, considering the skew effect, parallel as well as normal to the span length. When these
requirements are not met, shear blocks or restrainers shall be provided to prevent the
superstructure from falling off the bridge seat during a seismic event.
19.9.4.4 Retrofitting of Concrete Columns and Foundations
Existing concrete column reinforcement details generally will not meet current seismic criteria,
retrofit procedures as shown in the SRMHS shall be followed. Bridges with concrete columns
shall be evaluated for column reinforcement details. Most existing columns built before 1991
may not meet the shear strength and/or flexural ductility demand during a seismic event. Lack of
confinement and inadequate lap splice length in the plastic hinge area seems to be the
vulnerable element of the existing substructures built before 1991. Seismic isolation strategies
shall be investigated and incorporated in the rehabilitation, see the current version of SRMHS
for seismic isolation strategies and details.
19.9.5 Bridges with Special Conditions
When specific bridge types or bridge details that are particularly sensitive to seismic forces are
identified on bridges programmed for rehabilitation, the designer shall consider additional retrofit
measures or structure replacement. The location and "importance category" of the structure shall
be key considerations in this decision.
The following conditions are particularly sensitive to seismic forces:
 Single or individual column pier supports.

 High, slender pier columns (when slenderness ratio exceeds 60).
 Large skews (skews greater than 45˚) with substandard support lengths.
 Severe curvature, where the subtended arc angle exceeds 75˚.
 Unusual geometry causing portions of the structure to be significantly different in stiffness
than the main structure, or which results in unusual support of framing details.
 Hinges or seated connections in suspended superstructures.
 Non-redundant load path superstructures.
Bridges incorporating any of the above conditions shall be evaluated for seismic vulnerability
(capacity-demand ratios), as outlined in the SRMHS.
It should be noted that only a few Seismic Performance Zone ‘1’ or Seismic Design Category ‘A’
bridges, incorporating the conditions noted above, will be candidates for extensive analysis or
retrofit actions. However, the presence of these conditions shall be acknowledged and considered
in the project scoping phase.
19-28 2017
Appendix 19A
Rehabilitation Preliminary Checklist
A. Plan
Show rehabilitation generally. However, existing conditions may be shown if needed
for clarity.
☐ Bridge HCL and stationing, increasing left to right
☐ Centerline of feature crossed
☐ North Arrow
☐ Station equality (over/under)
☐ Approach Slab, indicate length
☐ Pressure relief joints with concrete approach pavement
☐ Light Poles and signs
☐ Slope lines, toe of slope
☐ Names of roads
☐ Scuppers and or Catch Basins
☐ Utilities (overhead and underground)
☐ Skew
☐ Bridge Joints, show type
☐ Adjacent topography
☐ Theoretical grade line locations
☐ Bridge begin and end stations
☐ Abutments - ℄ Bearings
☐ Piers - ℄ Bearings
☐ Bridge curbs (identify type)
☐ Bridge pavement lanes and traffic directions
☐ Superstructure
☐ Bridge railing
☐ Approach railing
☐ Approach shoulders
☐ Ditches
☐ Direction of channel flow (could be tidal)
☐ Dolphins and fender systems
☐ Navigation lights (location, type, color and size)
☐ Scour Protection (limits, type and size)
☐ Channel Alignment
☐ Locate point of minimum vertical clearance in plan
☐ Slope protection (limits, type, and size)
☐ Locate min. horizontal clearances to abutments, piers, and or ditch lines.
☐ Impact attenuators
☐ Span length and bridge width (out to out)
☐ Show boring symbols and identify (when needed)
2017 19A-1
B. Elevation
Show directly under and projected down from the plan, unless a larger scale is
required.
☐ Bridge railing type
☐ Approach railing
☐ Railing transition
☐ Superstructure
☐ Abutments
☐ Dolphins & fender systems
☐ Piers
☐ Scour protection (location, type, and size)
☐ Slope protection key detail
☐ Light poles (only if on structure)
☐ Bearings, fixed and expansion (indicate type)
☐ Road section beneath bridge
☐ Minimum vertical clearance
☐ Minimum horizontal clearance
☐ Navigation lights (location, type, color & size)
☐ Contract limits (may be shown on profile)
☐ Substructure foundations (piles, spread footing, etc.)
C. Bridge Section
Show a section for each different bridge section. (Existing, Stage(s), Final)
☐ Orient looking up station

☐ Cross slope
☐ Curb type and curb height
☐ ℄ of strs., TGL, point of rotation (P.O.R.), station line, and H.C.L.
☐ Sidewalk dimensions
☐ Lane dimension, shoulders and medians
☐ Out-to-Out dimension
☐ Stringer spacing and type
☐ Type of railing or parapet and fencing
☐ Pavement type and thickness - (Membrane and Type)
☐ Deck thickness
☐ Identify utilities and conduits carried on bridge
☐ Limits of sawcut grooving of slab and penetrating sealer
☐ Pier type: solid, column, aesthetic treatment, fender system
☐ Longitudinal deck joints and closure placements
☐ Temporary support systems
19A-2 2017
D. Bridge Approach Section:
☐ Orient looking up station

☐ HCL
☐ Lane dimensions
☐ Shoulder and sidewalk dimensions
☐ Guide rail and type
☐ Cross slope
☐ Side slope
☐ Theoretical grade line
☐ Pavement type
☐ Subsurface layers
☐ Curb type and dimensions
☐ Limits of sawcut grooving of approach slab and penetrating sealer
☐ Shoulder type and approach slab width
E. Highway Section:
The highway section shall be beyond the approach section; the highway designer shall
indicate all items in the highway plans. Do not show item numbers here.
☐ Orient looking upstation
☐ ℄, T.G.L., station line, P.O.R, and H.C.L..
☐ Lane dimensions
☐ Shoulder and sidewalk dimensions
☐ Curb dimensions
☐ Mall dimensions
☐ Pavement slope
☐ Shoulder slope and sidewalk slope
☐ Side slope
☐ Slope protection
☐ Curb and guide rail type
F. Under Section:
Usually shown in elevation (Existing, Proposed)
Road Under:
☐ Centerline, station line and T.G.L.
☐ Lane dimensions
☐ Shoulder dimensions
☐ Curb dimensions
☐ Mall dimensions
☐ Pavement slope
☐ Shoulder slope
☐ Side slope
☐ Slope protection
☐ Guide rail protection
☐ Horizontal offsets to piers, abutments and/or ditch lines
2017 19A-3
Channel Section:
☐ Centerline & TGL Location
☐ Scour protection (location, type and size)
☐ Slope protection (geotextile bedding, stone fill type and key)
☐ Side slope
☐ Channel dimensions, fish dish if applicable
Railroads:
☐ All pertinent track dimensions, if applicable
☐ Minimum vertical clearance over RR clearance point
☐ Minimum horizontal clearances to Piers and Abutments
☐ Indicate crash wall if needed (unless railroad has waived
NOTE: For C, D, E and F, the following shall apply:

1. If symmetrical, show existing left of ℄ and proposed right of ℄ for D, E, and F.
2. If unsymmetrical, show complete existing and complete proposed
sections for D, E, and F.
3. Show complete existing, each stage, and proposed section for C.
G. Flag Profile of Bridge:

No scale, no datum, exaggerate at one or two PVIs in vicinity of bridge. Show existing
and proposed flag profiles if they differ.
☐ Station PVI
☐ Elevation PVI
☐ Vertical curve length
☐ Grades
☐ Middle ordinate
☐ Sight distance (SSD and HSD)
☐ Banking diagram
☐ Limits of work
☐ Equality stations
H. Flag Profile of Road Under or Channel:

No scale, no datum, flag at one PVI.
☐ Station PVI
☐ Elevation PVI
☐ Middle ordinate
☐ Vertical curve length
☐ Grades
☐ Sight distance (SSD or HSD)
☐ Banking diagram
19A-4 2017
I. Profile of Railroad
☐ Profile of control rail (specify)

☐ Top of existing or proposed rail
☐ Track number
J. Vacant
K. Horizontal Curve Data:
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
L. Hydraulic Data:
☐ Include the table whenever data is available. When a hydraulic analysis is not required,
include a statement indicating that the Regional Hydraulics Engineer has done a
hydraulic evaluation and has addressed hydraulic adequacy of the existing structure
and its vulnerability to scour, ice, and debris
HYDRAULIC DATA
Basic Design
Drainage Area = (sq. miles)
Flood Flood
Recurrency Interval (yrs.) 100 50
Peak discharge (ft3/s)
High Water Elevation @ Existing
Pt. of Max Backwater Proposed
Avg. Velocity Thru Structure @ Design Flood = (ft/s)
Temporary Structure Note……… …… ….Area: Loading:
2017 19A-5
M. Load Rating:
LOAD RATING (LOAD FACTOR DESIGN)
Inventory HSXX XX.X Ton
Operating HSXX XX.X Ton
N. Tear Sheet Notes:
General Notes:
☐ Design Specifications: Current New York State Department of Transportation

Standard Specifications for Highway Bridges. (For design purposes, f'c shall be
3000 psi for reinforced concrete unless otherwise approved by DCE(S).
☐ Materials Specification: Standard Specifications, Materials and Construction, New
York State Department of Transportation, dated _____________________ with
current additions and modifications.
☐ Live Loading: ___________
☐ Functional Classification: ______________
☐ This project will be progressed under (identify funding source and/or procedure).
☐ Indicate Railing Design Service Level (TL-2, TL-4, or TL-5; formerly PL-1, PL-2, or PL-3).
Bridge Estimate
☐ Bridge Rehabilitation Cost = $__________

Cost of MP&T = $__________
Utilities (Bridge Share) = $__________
Channel Work (Bridge Share) = $__________
Total Bridge Share = $__________
Temporary Structure = $__________

Removal of Superstructure = $___________
Removal of Substructure = $___________
19A-6 2017
Vulnerability Assessment
☐ If vulnerability ratings have not been done, they should be completed now.
VULNERABILITY ASSESSMENT
Mode Rating
Hydraulic X
Overload X
Collision X
Seismic X
Steel Details X
Concrete Details X
☐ Work To Be Done: (List in sequence the bridge work to be done, show payment
items, and at least once on the preliminary, give the title of each payment item.
Regional Office or Consultant Notes:
☐ ____________ will prepare plans, specifications and estimate for the Work Zone
Traffic Control including detour layout, signing and signal devices.
☐ ____________ will indicate any surplus materials to be salvaged.
☐ ____________ will indicate whether they will perform the project survey or whether
Item 625.01, Survey and Stakeout will be included in the contract.
☐ ____________ will indicate any water channel work to be done.
☐ Design Approval Date: ____________

PS&E Date: ____________
Design/Detailed by: _________________________ Date: ___________
Checked by: ________________________ Date: ___________
2017 19A-7
Appendix 19B
Bridge Rehabilitation Justification Report (each bridge in project)
Title:
P.I.N: B.I.N.:
COUNTY: PS&E: mm/dd/yyyy
LAST GENERAL INSPECTION DATE: mm/dd/yyyy
NEXT SCHEDULED GENERAL INSPECTION DATE: mm/yyyy
SITE VISIT: Yes / No mm/dd/yyyy
DESCRIPTION
YEAR BUILT / CONTRACT NO.:

Critical Bridge, Essential Bridge, Other Bridge
OPERATIONAL CLASSIFICATION:
(see NYSDOT LRFD Specifications for guidance)
SUPERSTRUCTURE TYPE:
SUBSTRUCTURE TYPE:
NO. OF SPANS:
SPAN LENGTH(S):
WIDTH (out to out):
SKEW:
Innovative or Unusual Structure: Yes / No provide a brief description of any unique/unusual bridge components
2017 19B-1
PURPOSE and OBJECTIVES:
Briefly describe the project’s purpose and objectives. Is the project a “complete rehabilitation”,
“phased rehabilitation” or an “element specific rehabilitation”? For definitions see Bridge Manual
– Section 19.
Signatures:
Recommended by: type name / title RSE.
Signature: sign name .
Date: mm/dd/yyyy
Approved by: type name DCES
Signature: sign name .
Date: mm/dd/yyyy
19B-2 2017
Bridge Rehabilitation Justification Report
ELEMENT ASSESSMENT SUMMARY TABLE:
The element assessment table is to be filled out based on information contained in the
latest General Inspection and the relevant information gathered during the site visit. As
an example, the list of elements shown in the table below were extracted from BDIS.
All relevant elements should be extracted from the most current inspection report and
included in this section.
CS-1 (Good) CS-2 (Fair) CS-3 (Poor) CS-4 (Severe) CS-5 (Unknown)
2017 19B-3
STRUCTURE NEEDS AND PROPOSED WORK:
This section is to be used to briefly describe the condition and “needs” of the deficient element(s)
and to discuss the proposed work to restore them. The “needs” are the corrective actions
necessary to meet the project objectives.
All bridges that are scheduled for rehabilitation shall be evaluated with regard to seismic failure
vulnerability. The results of the seismic evaluation and proposed mitigation shall be discussed in
this section. For additional guidance see Bridge Manual - Chapter 19 - Section 19.9.
UTILITIES:
This section is to be used to describe the utilities present or proposed.
HAZARDOUS MATERIALS:
This section is to document any hazardous materials and disposition of those materials
REHABILITATION ALTERNATIVE(s) CONSIDERED:
This section is used to briefly describe the rehabilitation strategies investigated and the
associated cost (attach cost estimate).
19B-4 2017
Bridge Rehabilitation Justification Report
COST % Repl. COMMENTS

Cost
Replacement N/A
Rehab. Alternative #1
Rehab. Alternative #2
RECOMMENDED ALTERNATIVE:
This section is used to justify the proposed preferred rehabilitation alternative. If the
proposed work is to be done in multiple contracts it shall be discussed here.
STANDARDS and SPECIFICATIONS:
Design Specifications: (select one of the following)
- (1) New York State Department of Transportation LRFD Bridge Design

Specifications.
- (2) New York State Department of Transportation Standard Specifications for
Highway Bridges. **
- (3) A combination of both the NYSDOT LRFD or NYSDOT Standard Specification)
with all provision in effect as of mm/dd/yyyy. **
** Justification for proposing design specifications other than NYSDOT LRFD

Specification shall be provided in this section.
Construction and Material Specifications: Standard Specifications, Construction and

Materials, New York State Department of Transportation, Office of Engineering.
Barlist: Yes/No (choose one of the following)
This project will not provide bar lists for substructures and slabs. The responsibility
for creating the bar lists will be designated to the Contractor by way of Special
Specifications or a note on the Contract Plans.
This project will provide bar lists for substructures or slabs. The Designer will be
responsible for creating all necessary bar lists and including them on the Contract
Plans.
2017 19B-5
Quality Assurance Reviews:
The table below is to be filled out for Regional, Consultant and joint Office of
Structures/Regional rehabilitation projects. The table is not required when the Office of
Structures prepares the complete structural portion of the PS&E package or for
Design/Build projects. In general, Quality Assurance Reviews for rehabilitation projects
involving the strengthening or replacement of structural elements/components shall be
shown as Office of Structures. If the proposal is to conduct the reviews by the Region,
the reason shall be document in this section. Quality Assurance for bridge painting,
bridge removals, non-structural maintenance repair, non-structural preventive
maintenance, bearing, joint, railing/barrier replacement and asphalt overlays should
reside with Region.
ELEMENT / COMPONENT S* R**
* S – Office of Structures **R – Region
2017 19B-6
Section 20
Quality Control and Quality Assurance
20.1 Introduction
20.1.1 Purpose
The purpose of this section is to:
 Establish quality actions that are required for the design of bridges and structures
and who is responsible for performing them.
 Describe the requirements for In-Progress Technical Reviews of various project

types.
This section does not cover financial and administrative reviews and approvals, nor Federal
reviews and approvals, as they are addressed in other Department documents.
In addition to the guidance in this section, detailed information regarding the QC/QA process
can be found in Appendix 12 of the Project Development Manual and Exhibit III - Division 2, Part
2, Section 111 of the Design-Build Procedures Manual. Following the requirements set forth in
these documents will help assure the overall technical quality of bridge designs and the
resulting plans, specifications and estimates (PS&E). Innovative and unusual structures,
depending on their complexity, may require additional quality actions. Prudent and sound
engineering quality measures shall always be applied throughout any bridge design process.
20.1.2 Definitions
Quality Control – Quality Control is a process employed by an organization or responsible

design group to ensure that the structure design meets the code requirements and the PS&E
conforms to NYSDOT policies and guidelines. Quality Control involves the examination and
checking of the product to ensure the conformance to requirements. Operational techniques and
activities in the form of checks and reviews are employed during the process and corrective
responses are applied when necessary. Control points in the form of project milestones or
submissions may be used to aid in completion of the Quality Control process.
Quality Assurance – Quality Assurance is the process of planning and implementing

systematic activities within an organization to assure the quality of the bridge design and PS&E
and to ensure conformance to requirements.
2017 20-1
20.1.3 Design Quality Process
Bridge design and the creation of contract documents is a process consisting of phases and
activities that are related and organized to work toward a common goal of producing a high
quality product, resulting in the most efficient structure for NYSDOT and the traveling public.
The process of developing a NYSDOT project is explained in various publications, such as the
ones listed in Section 1 of this manual. Although the design process varies based on the type
and complexity of a project, sound quality control and quality assurance measures followed
throughout the entire process will ensure the overall quality of the final product.
During any project, it is essential that quality measures are continuously employed throughout
the design process. Design work phases are often dependent on previously completed work.
Therefore, as a design progresses, it becomes increasingly important that preceding work has
been checked to avoid errors or omission that may lead to time consuming redesign.
Control points can be used to monitor the completion of quality control measures. In the case of
a Design-Bid-Build project, milestones such as design completion of individual bridge elements
can act as control points for QC activities. Similarly, during a Design-Build project, the submittal
of “Design Units” can act as control points. The planning and implementation of control points
necessary to ensure the final products overall quality is the responsibility of the organization or
team performing the design.
Successfully producing a quality product depends heavily on a well thought out quality plan that
is implemented early in the design process and understood by all parties involved.
The bridge design portion of NYSDOT capital projects are progressed by:
 Regional Offices
 Office of Structures
 Consultants working for NYSDOT
The activities employed during bridge design and the PS&E process in order to achieve quality
and conformance to NYSDOT requirements can be broadly classified in two categories:
 Quality Control
 Quality Assurance
20.2 Quality Control
Quality control is a continuous process that is planned and implemented by the organization or
design team undertaking the particular design. Quality control activities should be performed
within the same office (Region, Office of Structures or Consultant) where the design is
produced.
The following are basic guidelines for common quality control checks:
Design Computation Checks: One of the primary elements of quality control for bridge design is
the detailed checking of design calculations. All design computations shall be checked in detail
in the bridge designer's office. The checker must be competent to the level of structural design
required, and be aware that he/she is as responsible for the accuracy and integrity of the design
as the designer.
20-2 2017
Both the designer and checker must sign and date all computation sheets. Full agreement must
be reached and documented on all computations before any design is used in the development
of bridge plans.
For requirements for checking computer program input and results, see Section 21.1.
Bridge Contract Drawings Checks: All contract drawings shall be checked in detail. In cases
where the designer is not the drawing checker, the designer must review the drawings to insure
they are in conformance with the design. After any required changes are made, names shall be
placed on the drawings indicating the individual who prepared the drawing, the drawing checker,
the designer and the design checker.
Every contract plan sheet shall bear the professional seal and signature of the registered
professional engineer responsible for its production. The engineer placing their seal on the plan
sheet shall be either the designer or the design checker of the elements contained on the sheet.
If neither the designer nor the design checker is a New York State P.E, the professional
engineer under whose supervision the design was prepared shall seal the sheet.
The Contract Plan Checklist contained in Appendix 14A of this manual shall be utilized for all
projects to ensure completeness of contract plans.
Estimate Checks: All estimate unit pricing, quantity work-up calculations and estimated cost
computations shall be checked. All estimates shall be signed and dated by the estimator and
the checker.
20.3 Quality Assurance
Quality Assurance is comprised of policies, procedures and systematic actions established for
the purpose of ensuring the quality of a project. The focus of Quality Assurance is to make
certain that proper Quality Control procedures are in place and being followed.
Quality Assurance activities can be divided into internal quality assurance and external quality
assurance.
20.3.1 Internal Quality Assurance
Internal Quality Assurance is performed within the same organization or group that is
responsible for the design and by personnel intimately involved in the project that have
knowledge of the established quality control procedures.
20.3.1.1 Operational Quality Assurance
Operational Quality Assurance is a type of Internal Quality Assurance that is accomplished by

continuously monitoring the design process during the life of a project, to determine whether or
not the established quality control procedures are being followed and when necessary, make
corrective actions if deficiencies are found.
2017 20-3
Examples of personnel who should perform Operational Quality Assurance on NYSDOT bridge
projects are:
 The Design Supervisor on designs produced by the Office of Structures in the Main
Office.
 The Regional Design Quality Control Engineer on designs produced by a Regional

Office.
 A Project Manager or Quality/Assurance Control Manager on designs produced by

a consultant.
20.3.1.2 Quality Assurance Review
Another type of Internal Quality Assurance is a Quality Assurance Review. A Quality Assurance
Review is the process of occasionally sampling project documentation, after a project is
completed, to determine how well established quality criteria are being followed and determine
the need for new or better standards, policies or procedures. Quality Assurance Reviews are to
be performed by personnel familiar with the organization's quality process, but were not
necessarily involved in the project being reviewed. Quality Assurance Reviews are also used to
maintain consistency between different design groups within the same organization.
Formal reports will be issued for all third party quality assurance reviews. Reports will
include findings and recommendations as may be appropriate.
Post-construction conferences should also be used to evaluate design details, methods of

construction and possible revisions to office practices. These conferences can address
foundations, construction erection and project specific topics.
20.3.2 External Quality Assurance
External Quality Assurance on NYSDOT projects is generally accomplished by the use of In-
Progress Technical Reviews. The parties responsible for performing the designer-independent
In-Progress Technical Reviews are dependent on both the type of project and the stage of the
project development. Some bridge plan technical reviews are performed at the Regional level
and others involve a review by the Office of Structures. Table 20-1A & Table 20-1B and the
notes on the following pages identify technical review responsibilities.
20.3.2.1 In-Progress Technical Reviews
As projects develop, In-Progress Technical Reviews are required at project milestone events.
Milestone events requiring technical reviews of NYSDOT Design-Bid-Build projects include the
Initial Project Proposal (IPP), the draft Design Approval Document (dDAD), Preliminary
Structure Plan Package (PSPP), Advance Detail Plans (ADP) and final Plans, Specifications
and Estimates (PS&E). Technical reviews are considered an integral part of the design process
and are performed by parties other than the actual bridge designers or checkers.
It is both prudent and sound engineering practice to perform these designer-independent

technical reviews. These reviews are broad based and conceptual in nature; they are not
detailed checks. The purpose of these reviews is to offer general advice and, on occasion,
expert opinion and approvals. Technical reviews help ensure that all bridge projects are
20-4 2017
developed in conformance with appropriate standards, policies, guidelines and good

engineering practice, and will result in a constructible, maintainable, durable structure.
The following provisions apply to technical reviews for the special projects noted:
1. Locally Let Federal-Aid Bridge Projects:

The primary responsibility for quality assurance of locally administered bridge projects
lies with the local bridge owner. This allows the Department to implement a less rigorous
quality assurance plan to ensure the quality of the project. Department technical reviews
for locally administered bridge projects shall be performed by the Regions. For the
quality assurance roles and responsibilites, including local, Department and FHWA
responsibilities, see NYSDOT’s Procedures for Locally Administered Federal Aid
Projects (PLAFAP).
2. Innovative and Unusual Bridges:
These bridge projects, because of their inherent technical and procedural complexities,
allow innovations that can have major impacts on structural performance, constructability,
aesthetics and ultimately project cost. To properly manage the technical complexities and
protect public investment and safety, these projects, regardless of state or local
ownership, shall be subject to technical reviews by Office of Structures staff in
accordance with the “Bridge Plan In-Progress Technical Reviews” matrix in this chapter.
For innovative or unusual bridge projects on the NHS, the Office of Structures shall
inform FHWA and upon request, provide them with informational copies of documents at
key project milestones.
Innovative and unusual bridges are those which require a unique, innovative, or
nontraditional approach to the design, construction, or material aspects of a project. In
addition, a bridge project may be considered unusual because: (a) The Department has
no experience similar to it, (b) its design is not covered in part or in entirety by the
existing design specifications, (c) it requires uncommon or single-source materials,
construction operations, or maintenance of traffic, (d) the design method needed is not in
regular use, (e) cannot be inspected using normal inspection procedures described in the
NYSDOT Bridge Inspection Manual, (f) requires maintenance beyond what is considered
standard maintenance practice. Also included are very large structures and those of
unusual type, such as suspension, cable-stayed, or moveable structures.
This definition should be considered flexible and specific projects that may meet any of
these criteria shall be screened to verify that the additional quality assurance would add
value to the project.
The Regional Structures Engineer at the request of the bridge design engineer shall
make this determination as early in the project development process as practical. The
Regional Project Manager and the Office of Structures shall be notified when the bridge
project is identified as innovative or unusual. This determination shall be documented as
part of the Bridge Rehabilitation Justification Report for bridge rehabilitation projects or
the Structure Justification Report for new and replacement bridge projects. It shall
document the rationale for the determination, including unique project characteristics,
proposed design and construction methods, and any relevant technical justifications. All
Bridge Rehabilitation Justification Reports and Structure Justification Reports shall
contain a statement that the project is or is not considered to be innovative or unusual.
2017 20-5
If the Deputy Chief Engineer (Structures) concurs that the project is innovative or
unusual, the Office of Structures will have the project reviewed by appropriate staff
experienced and/or expert in the areas relevant to addressing the unique features of the
project. This review shall provide a recommendation to the Deputy Chief Engineer
(Structures) as to whether the Preliminary Structure Plan Package shall be approved
and whether any special technical reviews or peer reviews should be included as part of
the project QA process.
3. Special Emphasis Inspection Procedures for Innovative and Complex Bridge:

Title 23 of the Code of Federal Regulations, Part 650, Subpart C-National Bridge
Inspection Standards, requires that specialized inspection procedures be identified for
"complex bridges". The Code defines potentially complex bridges as "moveable,
suspension, cable stayed, and other bridges with unusual characteristics".
The designer of innovative or complex bridges, or of bridges that incorporate innovative
or unusual elements or details, shall identify those bridge elements or details that
warrant specialized inspection attention. A "Special Emphasis Inspection Procedure"
(SEIP) shall be assembled, submitted with the "Final Bridge Plans", and stored in the
BIN file.
The contents of the SEIP shall be as follows:
A brief statement of purpose explaining why the SEIP is required.
Characterization of the complex of unusual elements or details to be given
special attention; a description of the element or detail and the reason(s) it is
considered complex or unusual.
A description of how the element or detail should function or behave and along
with a description of the physical conditions that can be observed that would
indicate that the element or detail is functioning appropriately.
A description of the observable physical characteristics that would indicate that
the element or detail is not functioning appropriately along with direction relative
to how to assess the degree to which the element or detail is faulty in its
performance.
4. East River Bridge Rehabilitation Program:

The Brooklyn, Manhattan, Queensboro and Williamsburg bridges are unique major
bridges that have atypical quality assurance requirements to ensure the quality of their
capital projects. To identify how the needs of these bridges could best be addressed,
while returning responsibility for the rehabilitation of the bridges to the NYCDOT, the
NYSDOT Commissioner created a task force. The task force prepared a report, “East
River Bridge Rehabilitation Program Responsibilities.” This report and the
NYC/NYSDOT Master Agreement form the basis for the quality assurance plan on the
East River Bridge Rehabilitation Projects.
20-6 201
7
Design/Bid/Build Projects:
TYPE OF WORK IPP DAD PRELIM. 7 ADP PS&E
Bridge Removals1 R R R R R
Bridge Painting Contracts R R R R R
Non-Structural Maintenance
R R R R R
Repair by Contract
Non-Structural Preventative
R R R R R
Maintenance Contract
Asphalt Overlays for Interim

R R R R R
Repair to Improve Ridability2
Non-Demand Structural
Maintenance Repair by Contract
S6 S S/R S/R S/R
Element Specific Projects3, 9
Deck Overlay Projects4 – other

S6 S S/R S/R S/R
than asphalt
Deck Replacement Projects4 S6 S S S S
Structural Widening Projects5 S6 S S S S
Bridge Rehabilitation Contracts6 S6 S S/R S/R S/R
Bridge Superstructure
S6 S S S S
Replacement
Replacement and New Bridges10 S S S S S
Table 20-1A
Design/Build Projects:
TYPE OF WORK IPP DAD RFP ATC NCR
All Projects S6 S S S S
Table 20-1B
Bridge Project In-Progress Technical Reviews8
2017 20-7
Legend:
IPP - The Initial Project Proposal is the initial planning and programming document used to
select projects based on program goals. IPP’s signify the start of the project process.
DAD – Design Approval Document, see the Project Development Manual for the required DAD
format.
RFP – Request for Proposal, see the Design-Build Procedure Manual for guidance
ATC – Alternate Technical Concept, see the Design-Build Procedure Manual for guidance
NCR – Nonconforming Report, see the Design-Build Procedure Manual for guidance
“S” – Quality Assurance by the Office of Structures is required and shall be accounted for in the
project schedule.
“R” –Quality Assurance is the Region’s responsibility. Regions may request the Office of
Structures to perform a Quality Assurance review of any “R” designated action.
“S/R” –The group responsible for the Quality Assurance review will be determined by the Office
of Structures as early as practical in the project development process.
SPECIAL NOTES:
On occasion a Region and the Office of Structures may negotiate an agreement under which a
Region would perform an "S" designated review. Also on occasion, for unusual or unique
situations it may be determined that the Office of Structures will perform a review of some "R"
designated reviews. All exceptions to Table 20-1A shall have been mutually agreed to by the
affected Region and the Office of Structures. All such agreements shall be documented in
writing between the affected parties.
In some instances, the first seven categories of projects listed in Table 20-1A may not include
each of the listed milestone events in a formalized way. In these cases, Regions are responsible
for coordinating reviews in a way sufficient to meet the spirit and intent of the listed review
activity.
20-8 2017
FOOTNOTES:
1 Region shall request a review by the Office of Structures when a bridge removal has
significant safety implications. Special types of structures, such as trusses, may require
detailed removal procedures.
2
Refer to NYSDOT's Bridge Deck Evaluation Manual for criteria limiting the use of this
treatment.
3 Structurally sensitive DEMAND (see the following definitions) maintenance projects shall be
coordinated with the Regional Bridge Management Engineer and, when appropriate, with
the Safety Assurance Unit.
 Demand/Immediate: Activities that must be performed as quickly as possible to avoid

serious consequences because a present or imminent danger/hazard exists. Performed
in the interest of public safety and the integrity of the facility. Examples would be a
bridge railing repair or the repair of a pavement "blow-up."
 Demand/Timely: Scheduled activities that require timely attention to correct damage

from accidents or deterioration to avoid consequences of a danger or hazard, but do not
need to be performed immediately, as in the case of Demand/Immediate Maintenance.
Performed in the interest of public safety and the integrity of the facility. Examples would
be the repair of highway guide rail or temporary bridge deck or pothole repair.
4 Deck replacement projects and deck overlay projects do not include projects incorporating
superstructure primary member or substructure repairs.
5 This category includes only those widenings that require superstructure primary member
additions or significant substructure modifications or additions.
6 A Bridge Rehabilitation Justification Report (BRJR) is required for rehabilitation projects. The
BRJR shall be submitted to the Office of Structures with the IPP and appended to the Bridge
Rehabilitation Report after approval. The Office of Structures’ review of the BRJR is an
“approval” review.
7 Office of Structures reviews of Bridge Preliminary Plans are “approval” reviews. Other
reviews are not approval reviews.
8 Technical Reviews by other groups will be required for certain types of projects. For
example, reviews shall be solicited from railroads, NYS Thruway Canal Corporation etc. as
appropriate. The job manager responsible for the project, shall coordinate these reviews.
9
Refer to Section 19 and the Project Development Manual Appendix 7 for the definition of
Element Specific work types. Additional information can also be found in the Project
Development Manual Chapter 2.
10 New structures that have been determined to be at a higher security risk than the typical
structure (major stacked interchanges, cable stayed bridges, suspension bridges, etc.) shall
be sent to the Office of Structures for a security review.
2017 20-9
20.3.2.2 Design Review and Oversight (Design-Build)
In Design-Build projects, the Contract Documents place the responsibility of quality control and
quality assurance on the Design-Builder. The Design-Builder and their designated Designer
shall plan, monitor and manage the design process to ensure that the designs are performed to
the quality levels expected by the NYSDOT. The Department’s role in the quality process
during a Design-Build contract is in the form of design Oversight (“over-the-shoulder” review)
and Design Reviews.
Throughout the duration of a Design-Build project, design Oversight allows Department staff to
continuously monitor the design progress and verify design compliance with contract
requirements. Oversight reviews can alert the Department of any design issues and lessen the
likelihood of encountering problems during Design Reviews.
Similar to In-Progress Technical Reviews on Design-Bid-Build projects, Design Reviews on

Design-Build projects are conducted at various stages of design development. The stages at
which Design Reviews are performed and a thorough description of the Design Review process
can be found in Section 10.4 of the Design-Build Procedures Manual.
20-10 2017
Section 21
Computer Programs
21.1 Guidelines on Use
This section provides an overview of the software applications currently in use by NYSDOT. It
should not be construed as an endorsement of any particular software by NYSDOT. Unless
noted by contract, consultants to NYSDOT are not required to use the software listed in this
section. Users should refer to the corresponding manuals for more detailed instructions,
specifications, and limitations.
Computer programs have become valuable tools for the engineer by automating repetitive
design calculations. Even the best programs, however, will not give correct results if the input is
not correct. Therefore, any computer program used shall be checked with a second program or
enough hand calculations to verify results. Program input shall always be checked by a second
designer. All input and results shall be printed out and placed in the design folder.
Users in the Department should also visit the Engineering Programs Support (EPS) internal web
site for information on bridge design software that is used in the Main Office and Regions. The
site can be accessed from the Office of Structures Home Page by clicking on the Design
Information tab then selecting Engineering Program Support. Here you will find the latest
information on the various programs, including manuals, tutorials and other important
documents.
21.2 Hydraulics Programs
The following programs are available to determine the flood intensity, water elevations, scour
potential, check FEMA compliance and help size the proposed structures over waterways.
 STREAMSTATS is a web-based program developed by the US Geological Survey that can

delineate drainage basins, compute basin characteristics, and estimate streamflow statistics
using regression equations for user-selected sites. It features a map-based user interface
for site selection. Calculated flows are based on the 2006 USGS regression equations for
New York State. Website: http://water.usgs.gov/osw/streamstats/new_york.html
 HEC-HMS was developed by the Corps of Engineers to provide watershed runoff and
routing capabilities.
 HEC-GeoHMS is a tool developed by the Corps of Engineers to translate GIS spatial

information into hydrologic models. It is an extension to ArcView GIS that processes Digital
Elevation Models (DEM) to determine drainage basin delineation, areas, flow paths,
elevation and other hydrologic parameters. NYSDOT uses these data in the USGS
regression equations to determine stream peak flow.
2017 21-1
 HEC-RAS is the updated version of the HEC-2 computer program developed by the Corps
of Engineers which computes the water surface profiles and velocities using the stream
cross sections, Manning’s roughness and input flows. This program can handle variable
flows and has a WSPRO subroutine in their water profile routine. In addition, this program
computes the possible scour depths at the substructures. HEC-RAS replaces the obsolete
HEC-2 program. HEC-2 was used by FEMA for flood plain studies prior to the development
of HEC-RAS.
 HY8 is a program developed by FHWA that provides for hydraulic analysis and design of
culverts, reservoir routing and energy dissipaters. HY8 can perform hydraulic computations
for circular, rectangular, elliptical, metal box, high and low profile arch, as well as user
defined geometry culverts.
 FHWA Hydraulic Toolbox is a suite of calculators that perform many routine hydrologic
and hydraulic computations. The following calculators were included in the previous version
of the Toolbox: roadway hydrology, open channel flow, weir flow, pavement drainage, inlet
capture/bypass, ditch inlet capture/bypass, detention basin routing, channel lining design
(vegetation, rolled erosion control products, and rock), multiple riprap sizing applications
(channel bank revetments; bridge piers, abutments, and guide banks; spur dikes;
embankment overtopping; culvert outlets; open-bottom culverts; and wave attack), riprap
filter design, gradation analyses via pebble count or digital image, ditch inlet capture/bypass
calculator, and culvert assessment tool. Recent improvements include bridge scour
calculators and the addition of a project mapping module.
 Scour Analysis Spreadsheet HEC-18 - Evaluating Scour at Bridge is the NYSDOT

standard reference for analyzing contraction, pier, and abutment scour at bridges. The
Hydraulics Unit has developed an Excel spread sheet using the HEC-18 equations to input
data, calculate scour parameters, and present the results in organized format.
 SMS using FESWMS or SMS using RMA-2 the Surface Modeling System creates a graphic
interface which uses either FESWMS or RMA-2 to perform 2D hydraulic analysis on
complicated hydraulic models that require two dimensional analysis, such as at confluences
or multiple-inlet tidal bays where the geometry cannot be adequately modeled with one
dimensional model.
 WMS, a Watershed Modeling System, is a hydrologic program that uses digital terrain
modeling (DEMs and TINs) to delineate drainage basins, and compute drainage basin
parameters to develop peak flow estimates and hydrographs. It also includes the functions
of the HYDRAIN system, which is no longer available or supported as a stand-alone.
21.3 Structures Programs
21.3.1 In-House Programs
In-house analysis and design programs were developed on the basis of standard AASHTO
(ASD and LFD) design. However, these programs are no longer updated because the
department has adopted LRFD as the governing bridge design specifications. The drainage and
geometry programs can continue to be used if they are compatible with the computer’s
operating system.
21-2 2017
Computer Programs
STRAPPS (STRuctures APPlicationS) is a group of programs that was written and maintained
by personnel of the Office of Structures of NYSDOT to aid in structural design and analysis.
Although the majority of the STRAPPS modules are no longer in use, a windows interface has
been written for the following programs:
 SCUPPER is a program that designs bridge deck and bridge end drainage facilities based
on user input describing the rain intensity and the length, slope and cross-section of the
structure. (64 bit)
 SUPGEOM (Bridge SUPerstructure GEOMetry Program) is a bridge layout program that

processes user input to compute the azimuth of each beam, length between working lines,
span length, and elevations at a chosen interval. Haunch, camber, offsets along the working
line of each end of the beam, and normal or radial offsets of the beam at the designated
points from the station line are also computed. In the case of a fascia beam, the overhangs
at designated points along the beam will also be computed. (32 bit)
 VERTCL (Shoulder Break and VERTical CLearance Program) is used to calculate the
vertical clearance under a structure, the allowable beam depth, and the shoulder break
points of the over roadway for the preliminary layout of a structure over a highway, stream,
or railroad. The program’s input data must consist of horizontal and vertical alignment as
well as cross-section information on both the over and under roadways. (32 bit)
21.3.2 Commercial Programs
The following software has been obtained by NYSDOT from commercial providers, and are
currently in use by the Department:
 AASHTOWare Bridge Design and Bridge Rating (BrDR) is a program developed by

AASHTO for use in the analysis and rating of bridges.
o AASHTOWare Bridge Design (BrD) is used for assisting in the design of Bridge
superstructures and substructures in accordance with the AASHTO LRFD
specification. Some key features of BrD are:
 Girder-line and 3D-FEM analysis.
 Analysis of steel or prestressed concrete beams in simple or continuous
span systems.
 Design review of frame, solid or pile bent pier substructures.
 LRFD specification checking.
 Input can be directly used in the Bridge Rating (BrR) module.
o AASHTOWare Bridge Rating (BrR) is used for rating bridge superstructures in
accordance with the AASHTO Manual for Condition Evaluation of Bridges. Some
key features of BrR are:
 Analysis engine capable of LRFR, LFD or ASD rating.
 User can define and rate deteriorated sections.
2017 21-3
 CANDE (Culvert ANalysis and DEsign) is a public-domain finite element design and
analysis tool for all types and sizes of buried structures (culverts).
 CSiBridge is a program used for the modeling, analysis and design of steel and concrete
bridge structures. The bridge models are defined parametrically and the program creates
spine, shell or solid object models that are used in the analysis. Lanes and moving vehicle
live loads can be defined quickly to allow the computation of influence lines and surfaces.
Using the SAPFire Analysis Engine, CSIBridge is capable of a variety of analysis methods
for bridge superstructures and substructures. The CSiBridge program is used by the
NYSDOT for the design and analysis of complex bridge structures.
 DESCUS I (DESign and Analysis of CUrved I-Girder Bridge Systems) is an analysis and
design (partial design) software for horizontally curved composite or noncomposite I-girder
steel bridges. The user can specify the use of either WSD, LFD or LRFD (loading only)
methods. The input can be in English or SI units. The bridge can be continuous and skewed
over supports. The girders can have a high degree of curvature, can be nonconcentric, and
may contain hinges.
The program models the bridge as a two-dimensional grid structure with three degrees of
freedom at each nodal point. All dead load computations are performed automatically within
the program to satisfy the construction conditions specified by AASHTO. The user can input
additional dead loads as desired. All live load computations are also performed
automatically where the AASHTO truck and lane loadings are applied to an influence
surface previously generated for the entire bridge. Dynamic impact effects are also included.
Arbitrary truck configurations can also be specified and analyzed.
The program output contains the positive and negative maximum moments, shear and
torsion along with the corresponding primary and warping stresses for each girder and
beam or truss diaphragm element. These maximums are given along with all AASHTO
loading combinations. The output also includes deformations along each girder for dead
load and maximum dead load plus impact along with the allowable recommended by
AASHTO. The program will also perform rating calculations using either working stress
rating (WSR), Load Factor Rating (LFR), or Load and Resistance Factor Rating (LRFR)
methods.
 ETCulvert is a program for the design and analysis of precast and cast-in-place concrete
culverts in accordance with either the ASSHTO LRFD or Standard specifications. Three-
sided, four-sided or multi-cell box culverts can be designed and analyzed using the
program.
 LEAP Bridge Concrete is a suite of specialized design and analysis programs that share a
common information model within a single interface for:
- Computational bridge layout and design.

- Analysis, design, and load rating for post-tensioned and reinforced concrete box
girder, T-beam, and slab bridges.
- Analysis, design, and load rating for simple and multi-span precast and
prestressed concrete bridges.
21-4 2017
Computer Programs
- Analysis and design of reinforced concrete abutments, piers, and foundations.

- Analysis and design of spliced precast/prestressed bridge girders.
 Mathcad
Mathcad is a general purpose computational tool that allows text and math to be combined
in the same document. Since the program uses real math notation, worksheets created in
Mathcad look just like computations made with paper and pencil. Formulas in a Mathcad
worksheet are “live” in the sense that if a change to a variable is made, all equations are
recomputed automatically.
Mathcad has extensive computational ability. Equations can be solved numerically or

symbolically. Two- and three-dimensional plots can be readily created. Mathcad can also
handle variables and equations that have units associated with them. More advanced
features include matrices and vectors, derivation and integration, built-in and user defined
functions, solving blocks of equations, programming, and symbolic evaluation.
The following Mathcad worksheets were created in-house and are available on our website
at the links provided.
 LRFD Bearing Design (USC units)
 LRFD Abutment and Retaining Wall (USC and SI units)

https://www.dot.ny.gov/divisions/engineering/structures/design/design-analysis-programs
 LRFD Gusset Plate Design and Analysis worksheet is for use on new structures.
See Structures Design Advisory 08-001 for more information.
https://www.dot.ny.gov/divisions/engineering/structures/manuals/design-advisory
 LFD Gusset Plate Analysis and LFR Load Rating worksheet is for use on existing
structures. See Structures Technical Advisory 09-001 for more information.
https://www.dot.ny.gov/divisions/engineering/structures/manuals/technical-advisory
The following Mathcad worksheets were created in house and are only available for use
by in-house personnel.
 LRFD Bolted Field Splice Analysis Worksheet.
 LRFD Stem Wall Analysis Programs
 MDX is an analysis, design, and rating software for horizontally curved and straight
composite or non-composite steel I girders, box girders, or rolled shapes. The user can
specify ASD, LFD, or LRFD design including use of standard live loads, user defined live
loads (e.g. NYSDOT permit loads) or rail loadings. The software offers flexible nodal
coordinate input feature to accommodate complex girder system framing plans, roadway
profile, variable horizontal curvature, and skewed supports. The user can specify a line
girder approach, grid analysis, or plate and eccentric beam finite analysis model for girder
system analysis, design and load rating.
2017 21-5
 MERLIN-DASH/P is a steel plate girder, reinforced concrete and prestressed concrete

girder design, analysis and rating program. Various code specifications are available in
MERLIN-DASH including the AASHTO WSD, LFD, and LRFD alternates for design,
analysis and rating. The program incorporates a wide range of live load analysis capabilities
including standard and nonstandard AASHTO truck and lane loadings, interstate (or military)
vehicle, and user-defined truck up to 20 axles where direction of travel may be specified. All
dead load conditions, including dead load stage analysis, are given automatically for both
composite and non-composite construction.
MERLIN-DASH/P performs detailed code checks including a comparison of all actual

stresses or stress resultants (moments, shears, etc.) and stress ranges to allowables
generated automatically by the program. Supplementing all code check results, the program
output lists the applicable code equation numbers, the code provisions, and the constants
which are used to calculate the allowables.
 NSBA Bridge Splice is a program used for the analysis and design of bolted field splices
for straight, I-shaped steel girders on the basis of AASHTO LRFD specifications.
 SEISAB (SEISmic Analysis of Bridges) can be used to analyze simply-supported or

continuous deck girder-type bridges for seismic response with no practical limitation on the
number of spans or the number of columns at a bent. SEISAB contains both the single
mode and multimode response spectrum analysis techniques included in AASHTO. In
addition, earthquake restrainer units may be placed between adjacent structural segments.
Horizontal alignments composed of a combination of tangent and curved segments are
accommodated. Connections between the superstructure and the substructure and between
adjacent superstructure segments at span hinges can be specified with either a keyword
force release or by using bearing elements on a point by point basis. The flexibility of the
soil and foundations at the abutments and column bottoms is included using stiffness
coefficients or individual piles grouped into pile footings.
SEISAB has generating capabilities that will automatically build a model consistent with the
modeling techniques used to conduct dynamic analyses. Seismic loadings in the form of
acceleration response spectra are stored within SEISAB and may be referenced by the
user, or a site specific spectrum can be utilized. A dead load analysis option can be
requested for model verification or to obtain dead load forces for the Group VII loading. The
user interacts with SEISAB by using the built-in menu system or by supplying an existing
input file.
 STAAD-PRO (STructural Analysis And Design) is a powerful software for static, dynamic,
p-delta, nonlinear, buckling or cable analysis of structures. The program accepts truss,
plane, floor, and space structural types. STAAD is capable of steel, concrete and timber
design. The program uses a common language-based input format which can be created
through an editor, a graphics input generator, or through CADD-based input generators.
Modeling of the structure consists of two steps: identification of joints and nodes, and
modeling of members or elements through specification of connectivity between joints. The
structure is defined as an assemblage of elements. The graphics input generator facilitates
viewing of structural models for both 2D and 3D situations, and allows the user to specify
section properties, material constants, supports, loads, analysis/design requirements, and
printing/plotting requirements. The program also allows member properties to be described
using prismatic property specifications, standard steel shapes from the built-in section
21-6 2017
Computer Programs
library, and through user-created steel tables, tapered sections, or assigned values.
Graphical post-processing is available for verification of the model and display of the results,
including display and plotting of structure geometry, deflected/mode shapes, bending
moment/shear force diagrams, and stress contours. In addition to STAAD-Pro, the Office of
Structures has also acquired the following ancillary programs:
– STAAD.beava: Bridge Engineering Automated Vehicle Application, is used to

automatically generate Live Load effects on 3-D models, using influence surfaces.
– STAAD.foundation: a program for analysis and design of various types of

foundations, such as isolated or combined spread footings, mat foundations, and
pile footings.
– STAAD.etc: a set of modules for analysis and design of structural components such
as base plates, bolt groups, cantilever retaining walls, moment connections,
masonry walls, rectangular footing, etc.
– Section Wizard: creates custom shapes and calculates section properties. Can also
calculate stress at any point of a cross section based on an applied Axial forces and
Moments about principal axes.
 TAEG (Torsional Analysis for Exterior Girders) is a program that predicts the torsional
response of fascia girders to concrete placement loads.
2017 21-7
Section 22
Maintenance
22.1 Introduction
The purpose of this section is to call the designer's attention to the importance of future
maintenance considerations during the design process. The goal of all designers should be to
design bridges that will require as little maintenance as possible and make it as easy as
possible to do the maintenance that is necessary. Well-thought-out details at the design stage
can often accomplish this with little or no increased initial cost or effort.
For details on recommended maintenance procedures and practices, the current edition of the
AASHTO Maintenance Manual for Roadways and Bridges, should be consulted.
22.2 Geometrics
A significant factor in bridge maintenance cost is the skew angle of the bridge. It has been
observed for a number of years that bridges with skews have more maintenance problems than
rectangular bridges. Additionally, it appears that the problems (steel fatigue, deck cracking,
leaking joints, etc.) become larger as the skew angle of the bridge increases. It is understood
that site conditions usually dictate skew angles, but anything that can mitigate this feature shall
be investigated.
A bridge skew can also cause a problem when the skew angle of deck joints matches the angle
of snow plow blades. In this situation, a plow blade can catch on the joint, causing serious
consequences for the joint, plow and driver. It is preferable to adjust the skew angle slightly to
avoid this problem. Plow blades are usually set at an angle of approximately 37°. Designers
should check with the Regional Office if this issue is of concern and verify the typical plow blade
angle for that Region.
Other geometric factors that can influence maintenance costs are vertical clearances of under
roadways (maximize as much as possible to avoid oversized vehicle impact) and the profile
(avoid flat grades of less than 0.3% to prevent ponding of water on the deck). The placement
of sag vertical curves that produce ponding on bridges shall be avoided, if possible. Curbless
bridges are preferred because of their superior drainage characteristics but other
considerations, such as weathering steel girders or the presence of a road under the bridge,
might make curbs or barrier more attractive options than a curbless deck.
2017 22-1
22.3 Deck Joints and Drainage
The most important single factor in increasing bridge maintenance costs is the presence of deck
joints. It can be assumed that, in time, all joints will leak. Leaking joints are responsible for most
of the deterioration of underlying bridge components.
A designer should, therefore, do everything possible to eliminate deck joints. This means that
continuous spans should be used in lieu of simple spans when possible. Integral and semi-integral
or jointless abutments should be used, when possible, at the ends of bridges to eliminate joints
at those locations. Designers should think of the deck as a roof for the structural elements below.
A properly designed roof will be watertight and will effectively drain itself so as not to create dams
which will inevitably leak and cause drainage to the elements below.
Scuppers and gratings should also be items of maintenance concern to designers. Scupper
downspouts need to be designed to carry their effluent beyond the structural elements they are
there to protect. Downspouts, other than short straight vertical outlets, should be designed with
cleanouts. If diffusers are used on downspouts, care should be taken to avoid them spraying on
substructure elements.
Scuppers are not used as frequently as they once were. The wider shoulders provided on new
structures because of current geometric policy have a larger hydraulic capacity than older
structures. This has eliminated the need for scuppers in many situations. Although they may not
be necessary hydraulically, it may sometimes be a good idea to place scuppers near a joint of a
curbed bridge that has a flat or nearly flat grade to prevent water ponding over a deck joint.
Open steel grating shall not be used in new construction as it exposes the underlying structure
to salt laden water. In rehabilitation projects, consideration should be given to filling open steel
grating with concrete. If this is not possible because of loading considerations, some benefit can
be gained by filling only the ends of the spans to protect the substructures in those locations.
22.4 Approach Drainage
When the approach highway section has curbs, drainage inlets must be provided on both sides
at ends where the approach is higher than the bridge. This is necessary to prevent approach
drainage from being carried onto the bridge. See Section 13 for more information.
22.5 Superstructure
22.5.1 Material Type
The two principal structural materials, steel and concrete, have very different characteristics
relative to their need and ease of maintenance. Steel tends to need more maintenance than
concrete, but it is relatively easy to repair. Concrete, especially prestressed concrete, does not
need maintenance as frequently as steel, but in some cases may be hard to inspect and more
difficult to repair.
One of the best ways to reduce maintenance on steel structures is the use of weathering steel.
When weathering steel is used in the proper locations (See Section 8.2.1), the elimination of
periodic painting is a significant benefit.
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Maintenance
22.5.2 Steel Details
Well-thought-out steel details are essential in reducing maintenance costs. This is particularly
true of trusses and other complicated structures. Members and connections should be
designed to avoid collecting water and debris. Closed box sections for the lower chords of
trusses are far more preferable than H shaped sections. The horizontal web of the H will be a
constant collector of debris, leading to steel corrosion. This is true even if the web is
provided with drain holes. Consideration shall also be given to installing screens to prevent
birds from nesting inside box sections.
22.6 Bearings and Jacking of Superstructures
Design and location of bearings shall facilitate maintenance and accessibility for future bearing
replacement.
Superstructure jacking locations shall be provided for all bridges, and they shall be shown on
the contract plans. Jacking shall be from the bridge seats, unless approved otherwise by the
DCES. Jacking points with sufficient capacity to allow the superstructure to be lifted under live
load shall be provided, without the need for additional strengthening of the structural members.
22.7 Bridge Inspection and Maintenance Access Considerations
When the exposed face of the abutment stem is four feet or higher, providing a flat spot or berm
in front of the abutment stem shall be considered to allow a ladder to be placed for easy access
to the bridge seat and bearings.
During bridge replacement projects, new abutments are often built behind the old abutments
with old abutments left in place for slope/scour protection. When an old abutment is left in place
the designer shall remove enough of the old abutment to provide at least a three foot
clearance to the new superstructure above to give bridge inspectors access to the new
abutments.
Box sections that are large enough for an inspector to stand in (minimum of 5 feet 6 inches
shall have access hatches and ventilation. The hatches shall be easily accessible and
opened with ease by an inspector or maintenance engineer. In addition, the diaphragm
openings shall be large enough for an inspector to pass through. The interior shall be painted
white, whenever possible, to enhance inspection visibility. Inspection cat walks may need to be
provided on some structures. Provisions for attaching scaffolding and tie off points for
bridge inspectors shall also be considered.
Bridge inspectors shall be made aware of critical details on unusual bridges (See Section
20.3.2.1). This would include the presence of any fracture critical details, as well as any
category D, E, or E' fatigue details. The presence and location of these details shall be shown
on the contract and as-built plans. If the failure mechanism or behaviors of the bridge or unique
details are not obvious, appropriate documentation shall be provided in the contract plans so
that inspectors can properly assess the condition of the component and structure and
maintenance engineers can take appropriate actions in a timely fashion. These details shall be
made readily available to inspectors and maintenance engineers so that they are aware that
this information exists before inspection or maintenance activities commence.
2017 22-3
Piers located in water shall be provided with a mooring ring embedded in the concrete when it is
anticipated that access to the piers will be by boat. This can be an aid to both general and diving
bridge inspectors.
22.8 Movable Bridges
Movable bridges are complex structures that require special maintenance attention. The designer
of a movable bridge must ensure that a complete "owner's manual" is created and supplied for
such a bridge. The "owner’s manual" shall cover the operating instructions and the inspection,
maintenance and replacement procedures and schedules for the electrical and mechanical
components. Also see section 20.3.2.1 for inspection requirements of complex bridges.
22.9 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. Bridges with a known history of scour and no scour retrofits.
2. Bridges over streams on erodible materials, mainly with silt sands and gravel (or stone fill on
top of erodible material).
3. 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.)
7. Bridges that are exposed to tidal activity.
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 device’s 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 and debris, but in general if the device indicates a problem,
it should be considered accurate.
22-4 2017
Maintenance
Monitoring devices should not be a substitute for scour retrofits such as stone fill. No monitoring
device is foolproof, and any device may fail during floods. Monitoring devices should be used in
addition to, not in place of, sending people to the location to determine the extent of scour.
Monitoring devices do not 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: Brisco scour monitor; Magnetic sliding collar scour monitor; 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 streams 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 the New York Office of the USGS. The cables
carrying the signal can be attached to the back side of 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.
2017 22-5
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 to use 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 requirements for their use can be obtained
from the Office of Structures Hydraulic Engineering Unit.
22-6 2017
Section 23
Aesthetics
23.1 Appearance in Design
When designing a structure, its appearance should be considered from the very beginning. The
aim of this chapter is to analyze what constitutes aesthetic quality and to establish criteria that will
serve as an aid in the design of visually pleasing bridges.
It is easy to see the importance of appearance in major bridges like the Brooklyn Bridge and the
Verrazano Narrows Bridge. These bridges are viewed and remembered by thousands of residents
and visitors to New York City every day. However, the thousands of New York’s less spectacular
bridges also produce aesthetic reactions. Highway users are exposed to these more typical
bridges on a daily basis. On a moderately busy expressway, this exposure adds up to hundreds
of thousands of "person hours" of viewing every single day.
There is a misconception that improving appearance always costs more. The tendency among
engineers is to view aesthetics by a bridge's surface features: color, materials, ornaments, etc. In
truth, the aesthetic impact on the viewer is the effect made by every aspect of the bridge, its
totality and its individual parts. It follows that every decision involving the visible parts of a structure
is important, whether the designer considers it or not. Even those features beyond the designer’s
control have an aesthetic impact.
Just as structural integrity, safety, and maintainability govern bridge design, so should
appearance. A decision about any one of these features will typically involve some or all of the
other criteria. Sometimes an improvement in one area will increase the cost, and sometimes it
will not. The challenge is always, through creativity and ingenuity, to find ways of improving these
qualities without increasing the cost.1
While aesthetic response can be reliably measured and predicted, this is very different from the
usual engineering task of defining a problem and finding its solution. While there is a statistical
basis for determining what is aesthetically acceptable to most people, what may be judged as
visually appealing by some may be viewed quite differently by others. Rather than to attempt to
please everyone, therefore, the goal of aesthetics is to avoid a negative emotional reaction.
Certain rules can be followed to make a bridge look acceptable. A notable quote from an expert
in bridge aesthetics states, “. . . a good looking bridge is one which responds most gracefully to
the structural requirements that it must meet." - David P. Billington.
1 See references at the end of this section.
2017 23-1
It is easy for an engineer to become overwhelmed with matters of schedules, cost, specifications,
and structural analysis and to not consider the basic appearance of the structure. These
guidelines are intended to enlighten the bridge designer and to assist in producing visually
pleasing structures through consideration of the following:
 Location and Surroundings
 Horizontal and Vertical Geometry
 Superstructure Type and Shape
 Pier Shape and Placement
 Abutment Shape and Placement
 Parapet and Railing Details
 Colors
 Textures
 Ornamentation
This section will discuss these topics in more detail.
23.1.1 Location and Surroundings
When determining the appearance of a bridge, the designer must consider it in context with its
surroundings. The designer must decide what color, shape and type of bridge will look best at a
given location. In other words, the surrounding area, be it industrial, urban, or rural should impact
the type of bridge details used. For example, a bridge that looks pleasing on a rural road in the
Adirondacks may look totally out of place in New York City. The location of the structure tends to
separate bridges into categories.
The first category is individual bridges that span a major land area or body of water. Due to their
large size, dramatic location, and carrying capacity, these major structures will tend to dominate
their surroundings. While these structures must harmonize with the surroundings, their
importance and size requires that the aesthetic qualities of the structure stand on their own. Given
the importance of these bridges, preliminary sketches and artist renderings should be made to
determine the best possible selection for a given site.
Multiple bridges seen in succession form the second major bridge group. When a series of similar
bridges is seen one after the other, either in a viaduct configuration or many individual bridges
closely spaced, their cumulative aesthetic impact on the landscape must be considered. In these
cases, there is more reason for uniformity and there should be no noticeable differences between
structures without an obvious reason. A specific theme for a particular route, such as a parkway,
is often appropriate.
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Aesthetics
The third major bridge group consists of routine bridges, such as our highway overpasses and
stream crossings. It is important that these bridges be simple, with minimal changes and all of the
elements in clear relationship with one another. To handle the large quantity of these types of
bridges being designed in any given year, standard details have been created with a broad range
of details to allow designers to react to specific conditions. Since many of these bridges are
viewed in elevation by those traveling on a roadway below, the structure type, span lengths, and
proportions as viewed in elevation should be carefully considered.
The last major bridge category to consider is made up of infrequently viewed bridges. Some rural
bridges on lightly traveled roadways are rarely seen by anyone. In this case, attention to the
elements that can be seen from the roadway surface such as parapets, railings, transitions, and
road surface, is important.
All structures do not fall neatly into one of the preceding categories. Some bridges will be a
combination of these categories. The designer should determine what is appropriate for each
structure.
23.1.2 Horizontal and Vertical Geometry
At one time, bridges dictated the alignment of the roads they carried. Bridges were built at right
angles to the features they crossed. Often, the approaches required steep grades and tight radii
to meet the existing roads. The geometric design standards for today’s highways often dictate the
orientation of the bridge. The emphasis is on the need for safe, convenient driving and providing
a more attractive highway system. Bridges must adapt to the highway alignment. So today,
bridges often lie within the curvature of the road and follow the slopes or curvature in elevation.
Curves on the highway are generally large because of safety considerations such as adequate
sight distance. Such large curvature is also desirable for aesthetics.
Often, skewed structures are unavoidable. When it is necessary to orient the substructure parallel
to the feature crossed, a wide bridge presents a greater visual impact and additional aesthetic
treatments may be necessary. Piers in waterways should be placed as close to parallel as
possible to the stream's direction of flow for hydraulic reasons and to reduce scour action.
Abutments that lie parallel to the river banks look better than those placed perpendicular to the
crossing road.
If an alignment requires a curved bridge, then the external longitudinal lines, traffic barriers, and
fascia lines of the structure should follow the curved centerline to provide a smooth visual flow.
In elevation, bridges should follow the profile. On shorter span bridges, the vertical curve should
be extended onto the approaches. For longer bridges it is desirable to extend the vertical curve
over the total length of the bridge. A smooth transition helps the structure fit in with the local
topography. Parallel lines should be maintained by matching barrier, sidewalk, curb and fascia
depth across the structure and U-wingwalls.
23.1.3 Superstructure Type and Shape
The appearance of a bridge is greatly influenced by different aspects of the superstructure. These
include the superstructure type, depth, overhang width, number of spans, and span lengths. One
way to make the structure light and slender, without making it appear weak and unsafe, is to use
a favorable visible slenderness ratio (the ratio of span length to the visible structure depth,
including the decking and any concrete traffic barrier or steel railing). The typical visible
2017 23-3
slenderness ratio will vary from approximately 10 to 40 depending on the type of superstructure
chosen. Steel trusses are usually around a slenderness ratio of 10, although they may be more
or less. Steel girders may vary from 15 to 30, with simple spans usually less than 25 and
continuous spans often more than 25. The slenderness ratio for concrete beams is usually
between 20 to 30 for spans 40 feet to 115 feet long. Rigid concrete frames are typically closer to
a visible slenderness ratio of 40.
Figure 23.1 shows different girder depths for the same simple span length. A depth that is too
shallow gives the appearance that the bridge is not structurally safe. A girder that is too deep
makes the bridge look bulky and overpowering. Bridges with a well-proportioned slenderness ratio
denote strength without excessive materials.
Too Shallow Aesthetically Better
Figure 23.1
Beam Depth Comparison
For very short spans, a good visual proportion may control over the low slenderness ratio. This is
shown in the three sketches of Figure 23.2 where a slenderness ratio of less than 10 looks better
on the short span. With the longer spans, a slenderness ratio of 10 or more has a better
appearance.
Figure 23.2
Visual Effect of Slenderness Ratios
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Aesthetics
For a two-span structure that has short abutments, the visible slenderness ratio should be
between 25 and 30. For a two-span structure with tall abutments, the visible slenderness ratio
should be between 18 and 22. Multi-span structures should have a slender superstructure on
normal sized piers to give the most pleasing appearance as seen in Figure 23.3
Figure 23.3
Slender Superstructures
An additional guideline that enhances the appearance of multiple spans is to avoid changing
girder depths from one span to another. This gives a very awkward appearance and does not
allow the structure to flow evenly across the bridge. An option is to use constant depth fascia
girders and more economically designed interior girders
Adequate Design Aesthetically Better
Figure 23.4
Continuous Girder Depth
For a three-span bridge there are structural as well as aesthetic advantages to have the middle
span longer than the end spans.
2017 23-5
On the superstructure a slender appearance can be achieved through methods such as the use
of horizontal joints or the shadow effect from the overhang. The shadow created by the
overhang reduces the dominance of the girder. The deck overhang should be proportional to
the girder depth. From an aesthetic standpoint the desired overhang is about 2⁄3 the girder
depth. Maximum and minimum overhang requirements are discussed in Section 5.
Small Overhang Large Overhang

Small Shadow Larger Shadow
More Dominant Girder Less Dominant Girder
Figure 23.5
Overhang Shadowing
Vertical stiffeners make steel girders seem heavier and should be avoided on the fascia side of
fascia girders, except for the bearing stiffeners.
Interrupted Flow Smoother Appearance
Figure 23.6
Avoid Stiffeners on the Exposed Side of the Fascia Girders
23-6 2017
Aesthetics
Haunched girders can make the bridge seem more slender and help demonstrate the flow of
forces in the bridge. The following is a guideline for haunched girders. The length of the haunch
should be as long as is economical, up to 40% of the span length. Vertical clearances must always
be considered for both existing and future conditions.
Figure 23.7
Haunched Girders
The depth of the girder at the haunch should be between 1.3 and 2 times the depth of the girder
at the midspan. The angle of the haunch should be between 135° to 160°.
Figure 23.8
Haunch Details
2017 23-7
Haunches should be formed by curves or parabolas. Straight or fishbelly haunches should be

avoided. Fishbellys look heavy and awkward and do not follow the flow of forces.
Figure 23.9
Fishbellied Girders
Trapezoidal steel box girders and concrete segmental superstructures are visually elegant due
to their simplicity and structural efficiency. The form and shape of the superstructure have
clean, simple lines and allow the option of inclining or slanting the girder fascia to reduce its
visual impact.
The arch is one of the most natural bridge types and generally considered one of the most
aesthetically pleasing. The arch should be stronger and thicker than the deck and the supporting
walls and spandrels. The deck supports should be uniform in size and shape and have the same
column spacing throughout the entire length. The arch’s appearance is best brought out when it
is spanning across a void, such as a valley or deep highway cut and yet strongly supported by
land at both ends. Both thru and deck arches should be considered.
23.1.4 Pier Shape and Placement
The impression one gets from a pier is primarily influenced by the proportions, the relative width
and height, and the configuration of the pier cap with respect to the pier columns. Pier proportion,
in turn, is determined by the bridge geometry and superstructure type and shape. Piers can
broadly be classified as either short or tall. Typically, short piers are more difficult to design with
aesthetic proportions.
Figure 23.10
Pier Height
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Aesthetics
Care should be taken in proportioning a pier to make sure that horizontal lines of the
superstructure are not interrupted. While larger piers will tend to direct attention away from the
superstructure, piers that are too slender may convey a feeling of instability. Figure 23.11
establishes guidelines for better proportioning of the pier width with respect to superstructure
depth.
Figure 23.11
Pier/Column Thickness
A majority of the piers designed in New York are short piers (height/width ratio < 1.0). Typical
short piers have one of these shapes: hammerhead, TT (pi) shaped, solid, solid with battered
sides, multi-column on plinth, or just a multi-column configuration. The selection of the proper pier
type can be dictated by the site, bridge geometry and design considerations. However, there are
aesthetic issues that are common to all pier types involving the shape of the columns and the pier
caps.
On multi-column piers, the column spacing should be kept uniform or at least symmetrical. The
clear spacing between columns should balance the exposed distance between the capbeam and
the footing. Structurally, large spans between columns require massive columns to handle the
larger loads. On the other hand, columns that are spaced too closely create a ‘forest’ effect that
is unattractive and structurally uneconomical.
The dimensions shown in Figure 23.13 represent a pleasant general appearance for some basic
pier types and configurations. The member sizes and proportions should be adjusted to
minimize stresses and produce a relatively economical design that is consistent with a
good general appearance. The positioning of columns may be adjusted to balance beam and
column moments caused by an unfavorable number and location of stringer reactions, as well
as stage construction details.
2017 23-9
The shape and location of the columns affect the appearance of the piers. The light
reflecting from a surface controls how it is perceived by the viewer. A square or rectangular
column with beveled corners will appear more slender due to the edge lines and varying shades
of reflected light. The designer can use this principle to offset the look of a massive column
under a shallow superstructure. The designer should always assure that the treatment used is
in harmony with the rest of the structure.
Figure 23.12
Alternate Column Treatments
A capbeam that is well proportioned (see Figure 23.13) with cantilevered ends balances the
positive and negative moments in its design. This allows the designer to reduce the size of the
capbeam and the column spacing and make the pier appear more graceful. A cantilevered end
of a capbeam can reduce the size and cost of the rest of the pier.
However, when viewed from a position approaching the bridge, the end of the capbeam
protrudes from the shadow of the superstructure and appears more pronounced as shown in
Figure 23.14. This effect distracts the eye from the smooth horizontal flow of the superstructure
and should be minimized as shown in Figure 23.15. Designers are cautioned to not design
capbeams with excessively large overhangs. This can lead to long term durability and
maintenance problems.
For hammerhead piers, the stem width and height, and the cantilever length and depth should be
carefully balanced. Long cantilevers on short piers appear out of proportion as do shallow
cantilevers on wide stems. There are no specific rules that can encompass all of the possible
variations. It is important to draw scale drawings of the pier and to select the one that appears
the best and conforms to the rest of the structure. Figure 23.13 gives some basic guidelines.
Solid piers can be battered to improve their appearance. As a rule, the rate of the batter should
be determined by the pier height and the relative design dimensions at the top and the bottom of
the pier. The higher the pier, the more gradual the batter should be.
23-10 2017
Aesthetics
Figure 23.13
Pier Layout Details
2017 23-11
Figure 23.14
End View of Capbeam
Figure 23.15
Overhang Alternatives
23-12 2017
Aesthetics
Figure 23.16
Solid Pier Shapes
Figure 23.17
Battered Solid Piers
2017 23-13
Tall piers are less common than short piers. They do, however, allow a greater opportunity for
aesthetic treatment. The key to designing tall piers is to accentuate their vertical orientation. The
sketches in Figure 23.18 establish some general rules:
Figure 23.18
Tall Pier Configurations
When a bridge has a series of piers with varying heights, the designer should select a shape
which, by varying its proportions, will look good as a tall pier as well as a short pier. Any pier
selection should take into account the potential vulnerability from collision. For more information,
see the Bridge Safety Vulnerability Manual.
23.1.5 Abutment Shape and Placement
For most simple span bridges and some multi-span bridges, the abutments are the most visible
elements. While the abutment’s function is to support the superstructure and transfer loads to the
ground, it is important to maintain proper proportion and order to create a good appearance.
Good proportions between various elements of the bridge give character to the bridge. For the
abutments it is important to consider the relationships between the exposed abutment height and
length, the size and type of wingwall, and the superstructure depth. An attempt should be made
to achieve a balance among these elements.
23-14 2017
Aesthetics
Figure 23.19
Pier Groupings
The designer must maintain order between the lines and edges of the structure. Too many lines,
or lines that are close to, but not parallel to each other, can disrupt the eye and diminish the
appearance of the bridge. Chamfered pour lines and barriers that follow the profile of the feature
carried provide a smooth continuous flow across the structure and can be continued on U-
wingwalls.
Figure 23.20
Abutment Details
2017 23-15
Long and tall wingwalls and bridge seats adjacent to and visible from the under feature could
use form liners or stone facing to improve the appearance of a blank concrete wall. These
surface textures can be used to integrate the structure with its surroundings by using or
simulating natural stone or building materials used around the area of the bridge. Other textures
such as scoring, recessing, or grooving may be used to break up the monotony of a large flat
wall.
The dimensions and characteristics of a superstructure are greatly influenced by the location of
the abutments which are in turn influenced by the orientation of the superstructure and the
features over and under the bridge. The aesthetics of a structure are also affected by these
features. For instance, a bridge over a waterway will generally have abutments that follow the
direction of flow or the topography of the stream bank.
23.1.5.1 Skew
The orientation of the abutments to the feature crossed will create different visual appearances.
The length of the abutment is dependent upon the width of the bridge and the skew. For
structures with skews of 10° or less, the designer should consider eliminating the skew.
However, the designer should consider the impact that eliminating skew may have on the
hydraulic features, horizontal offsets, utilities, roadway intersections and constructability of
the project. In narrow medians, skews must be retained to avoid shoulder or clear distance
encroachments.
Figure 23.21
Abutments on a Skew
Abutments with severe skews can have very long stems and wingwalls. Consideration should be
given to the aesthetic impact of concrete surfaces adjacent to the under feature. The impact of
these surfaces can be reduced by increasing setback, using flared U-wingwalls, and by using
form liners or veneers on the exposed surfaces.
23-16 2017
Aesthetics
23.1.5.2 Wingwalls and Curtainwalls
The wingwalls are the predominant feature viewed for the majority of abutments. As the
abutments are pulled closer to the feature being crossed, the abutment stem becomes more
visible and should be considered a candidate for aesthetic treatment. As a rule of thumb, a
minimum height of 8 feet should be provided below the beams if an aesthetic treatment is to be
used. When an aesthetic treatment for the wingwalls is used, the use of curtainwalls should also
be considered to create a more uniform appearance.
The orientation of the wingwalls also allows for more or less exposure. The view presented from
the direction of travel on divided highways as opposed to the view seen in a full two-way
operation should be considered. Plantings may create full or partial obstructions and should
also be evaluated. The Regional Landscape Architect is responsible for developing a
landscape plan.
Figure 23.22
Wingwall Configuration
23.1.6 Parapet and Railing Details
The railings or barriers, along with the deck fascia and fascia girders, are sometimes the most
dominant visual aspect of the bridge. The railings are viewed by people traveling under the
structure who see it in elevation and by people in vehicles on the bridge traveling parallel to it.
When vehicle speeds are high, the railing or barrier should have simple and pronounced details
because passengers cannot notice fine details.
2017 23-17
In the Adirondack and Catskill Parks, timber railing or galvanized steel railing painted rustic brown
should be used.
The most important aspect of the railing or barrier is its ability to prevent vehicle penetration and
safely redirect an errant vehicle. Aesthetic treatments shall not jeopardize this safety
consideration. The shape of the railing or barrier system should relate to its function and the
overall aesthetic design of the bridge. Tapering of the end of the barrier will decrease the abrupt
visual changes and will smooth the horizontal flow. It also improves the safety aspect of the
railing transition.
Figure 23.23
End of Barrier Detail
On concrete barriers, the joint between the barrier and the slab can be unattractive. Figure 23.24
shows ways to improve the aesthetics of the concrete traffic barrier.
Figure 23.24
Concrete Barrier Treatments
The fascia side of crash tested barriers may have an architectural treatment. However, the
interior core dimensions and reinforcement of the barrier must be retained. The inner face,
however, shall not be modified without crash testing and proper approvals.
The design and appearance of any fencing to be placed on the bridge should be consistent with
the railing or barrier system. The vertical supports of the screening should align with the railing
post spacing. Fencing on concrete barriers should be detailed to match the construction joints
and the ends of the barriers.
23-18 2017
Aesthetics
Figure 23.25
Fencing Alternatives
23.1.7 Colors
When there is a reason to color the concrete, steel, or railings, a decision should be made whether
the color should complement or contrast with the surrounding environment. Strong consideration
should be made to the fact that colored concrete or steel will require a high level of maintenance.
The designer should also consider the appearance if regular maintenance is not performed (e.g.,
peeling paint, rust spots showing, etc.).
Many steel bridges use ASTM A709 Grade 50W weathering steel. Weathering steel changes over
time from medium brown to dark brown in color. Weathering steel does cause staining of the
abutments and piers. This can be reduced by redirecting runoff water, by providing drip edging
on the steel, or by coating the concrete.
A Regional Office may request that a bridge be painted in a high visibility area for aesthetic
reasons, such as when concrete staining by weathering steel would be objectionable, or to match
a nearby painted bridge.
The Department's current paint policy requires the color of the finish coat be specified in the
Contract Documents. The description must include a reference to one of the following standards:
1. Colors defined in Section 708-05.

2. Federal Color Standard No. 595 with proper color number.
3. Munsell Book Notation with proper color notation.
For any of these cases, viewing shall be done under North Standard Daylight and should be so
noted on the plans.
2017 23-19
Coloring agents are not frequently used in the concrete for piers, wingwalls, etc. because of
complicated quality control and the high cost of materials, but the idea has not been discounted
completely. Some problems have occurred in coloring concrete. It is difficult to get an identical
color of concrete from one pour to the next. Staining concrete can create a mottled appearance.
External coatings are not always applied correctly and can have durability problems.
For coloring, the following guidelines should be considered:
 Determine if coloring is justified on the structure.
 Coloring should blend in with the structure and the surrounding environment.
 Lighter colors help to emphasize shadows and contrasts.
 Weathering steel and brown colors blend in with most backgrounds except sky blue.
 The colors on a bridge, including signs, lights and railings should be considered jointly
 If only a portion of a bridge is to be coated for maintenance reasons, the appearance

against the surrounding elements that are uncoated should be considered. If pedestals or
pier caps are coated, they will stand out against the uncoated abutments or piers.
23.1.8 Textures
Texturing concrete can be achieved through form liners, panels, stone or brick veneer, or acid
washing. Any texturing should fit in within the overall design and proportions of the structure.
The following features should be considered:
 The size and shape of the patterns should be in line with how it will be viewed. If they are
only seen from high speed vehicles, they must be large enough; if they will be viewed
mostly by pedestrians at close range, they can be made smaller.
 Patterns created by and incorporating expansion joints, construction joints, and weep
holes should be considered in the overall design.
 Horizontal lines should be continuous across the structure. These lines should follow the
profile of the roadway. Continuous horizontal and vertical form liner seams should be
avoided when using random stone patterns.
 Form liners imitating stone, rock or brick should appear natural. Special consideration
should be made at the corners and the top of the walls.
23-20 2017
Aesthetics
Figure 23.26
Wingwall Stone/Brick Veneer Treatment
Several types of commercial form liners are available. Some can be purchased; others have to
be rented. With rented units it is often required that a company representative’s services be
included as part of the rental agreement. The complexity and cost of some form liners may have
an effect on the construction schedule. This is a consideration when the area to be treated is large
and the cost of the form liner is high, therefore placing a practical limit on the area of form liners
to be used at any one time. It is also important that the form liners chosen have the structural
strength to withstand the pressure of wet concrete when the height of the concrete placement is
large.
Natural stone or brick facades can also be used. Stone is most often used for parkway bridges.
The cost of this treatment is high and should be limited to areas of high visibility. Stone or brick
facades should be placed to a 2 feet limit below the finished ground line.
When a concrete cap is used on the top of a wingwall or retaining wall, it should be proportioned
to the wall.
When a masonry veneer (stone, brick, etc.) is used a capstone shall also be used. The
capstone will protect the grout/mortar from infiltration and separation from the main wall due to
freeze thaw. See BD-AB8 and BD-AB9 for capstone details.
2017 23-21
23.1.9 Ornamentation
Ornamentation should only be added to a bridge in very special circumstances. The additional
cost of add-ons is rarely justified except in cases of importance to the community (such as a
gateway to a city) or of historical significance. Details such as ornamental light posts, columns or
pylons, real or simulated gatehouses, plaques or reliefs may be added to a structure. The designer
should consider these details carefully since it is just as easy to detract from the overall
appearance of the bridge as it is to improve it. Such details are secondary to the primary purpose
of the structure, to provide a safe and efficient crossing to the public. Ornamental and non-
structural details require additional coordination, sketches and drawings to ensure that the
details will add to the aesthetic characteristics of the structure in a way acceptable to all
concerned. The additional costs for the various details need to be identified early, as they can
have a significant impact on project costs.
References:
Bacow, Adele Fleet & Kenneth Kruckmeyer, Bridge Design-Aesthetics and Developing
Technologies, Massachusetts Department of Public Works & Massachusetts Council on the Arts
and Humanities, 1986
Aesthetic Guidelines for Bridge Design, Minnesota Department of Transportation Office of Bridges
and Structures
Aesthetic Bridges Users Guide, Maryland Department of Transportation State Highway

Administration, Office of Bridge Development, 1993
Leonhardt, Fritz; Bridges-Aesthetics and Design, MIT Press, Cambridge, Massachusetts,

1984Referenced Standards, Manuals and Documents
23-22 2017
APPENDIX 23A
2017 23A-1
23A-2 2017
Aesthetic Examples
2017 23A-3
23A-4 2017
Aesthetic Examples
2017 23A-5
GLOSSARY
AADT Average Annual Daily Traffic

AASHTO American Association of State Highway and Transportation Officials
Abutment Substructure unit supporting the ends of a bridge and, usually,
retaining the approach embankment.
Acceleration A dimensionless coefficient, as a fraction of the acceleration of
Coefficient gravity, used to describe the anticipated ground motion due to
seismic forces.
ACI American Concrete Institute
Admixture A substance other than cement, water, and aggregate that is added
to a concrete mixture to modify the properties of plain concrete.
ADT Average Daily Traffic
ADTT Average Daily Truck Traffic
Advance Detail Plans submitted at approximately 75-90% completion for a technical
Plans progress review. All excavation and embankment work should be
defined and major structural components should be designed and
detailed.
AISC American Institute of Steel Construction
Alternate Deck A deck pour sequence suggested by the contractor that is contrary
Placement to the sequence stated on the plans.
Anchor Dowel A steel rod used to secure the ends of prestressed concrete units to
the substructure.
Approach Portion of the highway immediately before or after the bridge.
Approach Roadway The uniform width of the roadway on either end of the bridge. When
Width determining the existing approach roadway width, measurements
shall be taken no closer than 100 ft. from the ends of the bridge.
Approach slab Reinforced concrete slab placed adjacent to abutment to reduce the
“bump” a vehicle may feel due to settlement of the approach fill
immediately adjacent to the bridge.
Apron Concrete slab or riprap placed below the stream bed at the inlet and
outlet of culverts to prevent erosion.
Armored joint One type of bridge joint that accommodates the thermal expansion
and contraction of the superstructure. This type of joint uses
armoring angles and an elastomeric compression seal.
As-Built Plans Set of plans containing all field changes made during construction to
the final design plans.
2017 G-1
ASD Allowable Stress Design, a.k.a. Working Stress Design

Asphalt A bituminous material made of aggregate and processed petroleum,
a.k.a. asphalt concrete.
Axle Load The total load on a truck axle. Usually two times the wheel load.
Backfill Retained fill behind an abutment or wingwall. Also, soil placed back
into an excavation.
Backwall The portion of the abutment above the level of the bridge seat that
primarily acts as a retaining wall. It may also act as a support for the
bridge deck and/or the approach slab.
Balustrade A railing system comprised of short columns called balusters
connected by a rail.
Base Course A layer of compacted asphalt concrete directly under the wearing
surface.
Battered Pile A pile that enters the ground at some angle from vertical to help resist
horizontal forces.
BD Sheets Bridge Detail Sheets
Bearing A support element used to transfer loads from superstructure to
substructure while permitting some rotation and horizontal
movement of the superstructure.
Bedrock Solid rock underlying other surface materials.
Bench A nearly level area placed in front of an abutment or wingwall to
provide easy access for future inspection and maintenance.
Benchmarks A survey point with known elevation and coordinates from which
other surveys are referenced.
Bicycle Facilities Provision of space on a structure for the use of bicyclists, in the form
of a usable shoulder, wide curb lane or striped bike lane. See
Chapter 17 of the Highway Design Manual.
Bifurcation A point where a single lane forks into two lanes.
BMS Bridge Management System
Bolster A built-up metal member used to support the ends of beams or
trusses. It is typically used to take up the difference in height between
two different beams or trusses that meet at a pier to avoid stepped
or excessively tall pedestals.
Boring A soil exploration technique of drilling into the ground at various
locations to construct an accurate subsurface profile.
G-2 2017
Glossary
Bridge A structure, including supports, erected over a depression or an

obstruction such as water, highway, or railway and having a track or
passageway for carrying traffic or other moving loads, and having
an opening measured along the center of the roadway of more
than 20 ft. between undercopings of abutments or spring lines of
arches, or extreme ends of openings for multiple boxes. Multiple
pipe configurations will qualify as bridges where the clear distance
between openings is less than half of the smaller adjacent opening,
and the total length along the center of the roadway is greater than
20 ft.
Bridge Deck Repair That type of work that is intended to return the structural deck of an
existing bridge to a condition of suitable ride quality and/or safe
wheel load capacity. The deck may be composed of concrete, steel
or other material, and the type of construction may include
monolithic decks as well as separate wearing surfaces over a slab.
The restorative work may include overlay or separate wearing
surfaces (with or without a waterproof membrane) over the whole
deck area of the bridge or over substantial areas. For purposes of
this policy, a complete bridge deck replacement shall be classified
as a bridge rehabilitation. Under this policy, bridge deck repair done
in conjunction with other superstructure or substructure restoration
work also shall be classified as a bridge rehabilitation. A bridge
deck repair project may include some incidental structure repair
work that is related to the deck repair work (e.g., header or backwall
repair).
Bridge Project A construction project whose primary objective is to construct a new
bridge or to replace, rehabilitate, or remove an existing bridge, or to
repair the deck of an existing bridge. Some incidental highway work
may be included on the approaches to the bridges, as a necessary
transition between the bridge and the untouched existing highway.
Bridge That type of work that is intended to enhance or restore the
Rehabilitation structural capacity, operational efficiency and/or serviceable life of
an existing bridge. Rehabilitation may be accomplished by contract
or by maintenance forces. A bridge rehabilitation may include a
varying degree of structural repair and/or restoration, including a
complete deck replacement, or replacement of the entire bridge
superstructure and portions of the substructure. See Section 19.2.8
for more detailed information.
Bridge Removal That type of work where an existing bridge, whether open to traffic,
or closed, or collapsed, is fully or substantially removed from the
site, without a substitute bridge being constructed as part of the
same project. A bridge removed and replaced by a culvert or fill
shall be classified as bridge removal, as would the removal of a
bridge and its substitution by the restoration or introduction of a
grade crossing.
Bridge Replacement That type of work where an existing bridge is removed and is fully
replaced at the same site, or at an adjacent location, by a substitute
bridge, as part of the same project.
2017 G-3
Bridge Seat Horizontal surface of the abutment stem upon which rest the
pedestals and/or the bearings.
Bridge Widening A type of rehabilitation where the primary purpose is to provide
additional traffic lanes on a bridge. Bridge widening projects shall
be subject to the same clear roadway width provisions as a new
bridge.
Brittle Fracture A sudden failure of a steel element in tension.
Brush Curb A curb used with steel railings to channel water off a bridge and
preventing it from falling onto the feature crossed.
Butt Joint Two pieces connected in the same plane end to end.
C.I.P. Cast-In-Place
Caisson Large diameter cast-in-place deep foundation units.
Camber Vertical curvature built-in to a beam during its fabrication to account
for the dead load deflections of the structure. Camber above level is
referred to as 'positive camber'. Also, vertical curvature caused by
the prestressing or post-tensioning of a concrete member.
Capbeam Steel or concrete beam spanning between the columns of a pier, the
capbeam transfers concentrated loads from the superstructure to the
pier columns or stems. It may also serve to hold pier columns in
proper position relative to each other.
Cast-In-Place Concrete that is poured and cured in its final position at the project
site.
Chamfer A beveled corner.
Chord The shortest distance between two points on a curve. Also, a main
load carrying member of a truss.
Clear Bridge The clear distance between inside faces of bridge railing, or the clear
Roadway Width distance between faces of curbs, whichever is less. The typical 5-
inch wide brush curb (introduced at the bridge only) shall not be
considered to reduce the rail-to-rail dimension.
Clearance The clear distance between two surfaces.
Cofferdam A watertight enclosure which permits dewatering of an excavation
and for construction in a waterway.
Cold Joint The interface of newly placed concrete against hardened concrete.
Column A vertical structural member resisting compressive and bending
stresses and having, in general, a considerable height in comparison
to its cross-sectional dimensions.
Completion Date The date the contract is completed.
G-4 2017
Glossary
Composite Type of construction in which two separate materials act together to

Construction resist the applied forces (e.g., concrete deck and steel beams).
Construction Joint A point where two concrete pours meet. All reinforcement is
continuous through the joint.
Cover The clear distance between an exposed concrete surface and the
reinforcing bar.
Cover Plate A steel plate attached to a flange of a beam to increase the bending
capacity of the member.
Crashwall A wall between columns of a pier to protect the pier from vehicle or,
especially, locomotive impact.
Creep Increase in strain with time due to a sustained load.
Cross Frame Bracing members that are placed in an “X” or “K” configuration
between girders to assist in the distribution of loads between
members. See also, Diaphragms.
Cross Section A view taken transverse to the longitudinal axis of an element.
Cross Slope The transverse slope of a roadway in section view for drainage
and/or riding safety.
Crown The high point of the roadway (in section view).
Culvert A structure that carries a water channel through an embankment.
Usually constructed of large diameter corrugated steel tubes or
precast concrete boxes (usually with a clear opening of less than 20
feet).
Curtainwall A wall formed above the bridge seat to hide the bearings from view
of oncoming traffic. Infrequently used, and only with U-wingwalls
(a.k.a. cheekwall)
DCES Deputy Chief Engineer Structures
Deadman An anchor set behind a tie-back retaining wall. The anchor must be
set outside of the failure zone.
Deck That portion of a bridge that provides a riding surface for vehicular
and/or pedestrian traffic.
Deformed Bar A reinforcing bar with “bumps” on the surface to improve the
mechanical connection between the bar and the concrete.
Delamination Cracks or voids below and parallel to a concrete surface that cause
the concrete to peel off in layers.
Design-Bid-Build The traditional method of contracting construction projects. The
owner designs the project, then seeks bids and the winning bidder
builds the project.
2017 G-5
Design-Build An innovative system of contracting construction projects. The owner

creates a request for proposals which defines the final structure
needed and any limiting criteria for building it. Construction firms
work with design firms to create proposals for the project, and the
owner chooses the proposal with the best fit, taking into
consideration time, final product, and cost.
Design Speed A speed used to determine the physical features of a highway. It may
or may not be equal to the statewide limit or to the posted speed limit
at the bridge site. The design speed is determined by Chapter 2 of
Diaphragm Bracing that spans between bridge main beams or girders that assist
in the distribution of loads. Also, transverse members in a closed box
member.
DL Dead Load. Permanent loads due to known sources such as the
weight of the concrete deck, girders, diaphragms, utilities, etc.
Dowel A reinforcing bar that connects one pour of concrete to another. It
may also act as a lap splicing bar to avoid having long reinforcing
bars sticking out of a pour.
Downstation In the direction of decreasing survey station values
Drilled Shaft See also, Caisson.
Efflorescence Calcium crystals that accumulate on the surface of concrete as
calcium laden water passes through the concrete and evaporates.
E.I.C. Engineer In Charge, also referred to in the general notes and
specification as “the Engineer”.
Elastic Displacements that occur within the elastic range of a member,
Deformation where the member returns to its original undeformed shape when the
load is removed.
Epoxy-coated Reinforcing steel coated with a thin film of epoxy. Used to prevent
Reinforcing Bar corrosion of the bar.
Exodermic Deck A lightweight decking system consisting of a grid of closely spaced
parallel steel ribs and a precast or cast-in-place concrete topping.
Expansion The elongation of a superstructure due to temperature increases or
release of camber in a beam.
Fascia The outside vertical edge of a concrete deck.
Fascia Girder The outermost girder on each side of a bridge.
Fatigue Tendency for metal to crack or fracture when it is stressed repeatedly
through many cycles of loading and unloading.
G-6 2017
Glossary
FDR Foundation Design Report. Generally, prepared by the Geotechnical

Engineering Bureau in conjunction with the Structures Division to
establish the foundation design requirements and present them to
the designer.
Feature Carried The roadway, railway, or pathway that is carried by the bridge.
Feature Crossed The roadway, railway, ravine, stream, or other physical feature that
is crossed over by the bridge.
Federal-Aid Project A bridge or highway project that is to be funded, either entirely or
partially, with Federal-aid funds.
Field Change Changes to the PS&E package prepared by the designer after
Sheets project award and prior to or during construction.
Fixed Support In terms of bridge bearings, a support that allows rotation only. In
analysis, this type of connection is commonly defined as “pinned”.
Flared Wall Wingwall that is between an in-line wingwall and a U-wingwall.
Floor Beam A transverse primary member in a truss or girder system that runs
between the longitudinal primary members.
Footing The base of a substructure that transfers the load from the structure
to the soil, rock, or from the structure to the piles.
Form A temporary structure that acts as a mold for concrete until it has
cured enough to support itself.
Form Liner A mold attached to the inside face of a form to introduce an aesthetic
surface effect on the exposed face of the concrete.
Formwork The entire system of forms for a structure.
Fracture Critical A steel tension member whose failure due to fracture would lead to
partial or complete collapse of the structure.
Framing Plan A detail drawing that shows the length, spacing, types, and azimuths
of the girders and cross frames.
Friction Pile A pile whose primary support comes from friction between the pile
and the soil.
FSIP Forms Foam-filled Stay-In-Place Forms. SIP Forms that have a foam insert
in the corrugations to replace some of the concrete and reduce the
dead load. See also, SIP Forms.
Gabion Wire mesh baskets filled with rocks and stacked on top of one
another to serve as a retaining wall.
Glue Laminated or An engineered structural timber member made up of layers of timber
Glu Lam glued together.
Group Loading Combinations of design loads specified by AASHTO.
2017 G-7
Grout Portland cement or polymer based material used to fill voids in and
around concrete elements.
Gusset Plate Steel plate used to connect steel members together.
Haunch A thickness of concrete below the structural deck and above the top
of the girder that is used to accommodate any fabrication or
construction tolerances.
Haunched Girder A girder that has a varying web depth along its length.
HL-93 AASHTO LRFD design load.
H-Piles Rolled steel shapes that are proportioned so that they can be used
as substructure piles.
Impact A factor used to describe the increase in live load due to the dynamic
effect of a vehicle as it moves across a bridge, a.k.a. dynamic load
allowance.
In-line Wingwall A wingwall that is parallel to the centerline of bearings.
Integral An abutment constructed as a rigid connection between the deck and
Abutment primary support members of the superstructure and a single row of
piles supporting the substructure.
Isotropic Deck reinforcement of the same size and spacing, longitudinally and
Reinforcement transversely, in both top and bottom mats.
Jack Arch A multibeam bridge having a concrete deck spanning transversely
between the beams, formed in the shape of arches that originate
from the bottom flanges and encasing most, if not all, of the beams.
Jack arches are extremely strong, and nearly impossible to
rehabilitate.
Jacking Mechanical lifting or sliding of an element or group of elements.
Lateral Bracing Members used to support or stiffen compression members or
elements, typically oriented diagonally to the supported member.
Letting Opening of the project bids to determine the low bid.
LFD Load Factor Design.
Link Slab A concrete link slab is a relatively thin reinforced concrete slab or
UHPC slab that typically connects simply supported deck spans. It is
designed to flex due to girder deflections and transmit compressive
and tensile forces through the deck in conjunction with appropriately
designed bearings.
Limit States Design A method of design based on the strength or serviceability limits of
the material and the predictability of the applied loads.
G-8 2017
Glossary
LL Live Load. AASHTO uses a narrow definition for live load which only
includes transient loads carried on a bridge, such as vehicular and
pedestrian traffic.
LL + I Live Load plus Impact.
Load Plate A horizontal plate that transmits a vertical force through its thickness.
Load Rating A value that indicates the live load capacity of a bridge.
LRFD Load and Resistance Factor Design.
LS Length of Spiral
M.S.E.S. Mechanically Stabilized Earth Structure.
Masonry Plate The bottom steel plate that connects the bridge bearing to the
pedestal.
Military Loading A loading arrangement that simulates heavy military vehicles.
Modular Joint A type of superstructure deck sealing system that can accommodate
large thermal movements and rotations.
MSxx Designation for a metric design tractor truck with semitrailer or the
corresponding lane load. The xx is replaced with the weight of the
design truck, in metric tons.
Mxx Designation for a metric design two-axle truck or the corresponding
lane load. The xx is replaced with the weight of the design truck, in
metric tons.
Nail Laminated A large timber member formed by nailing layers of smaller timber
members together.
Narrow Bridge A bridge carrying two-way traffic, but less than 18 ft in clear width
between railing or curbs, or a one-way ramp less than 12 ft. wide.
National Highway A network of major roads that were designated by the Federal
System (NHS) Highway Administration in consultation with the individual states
and signed into law in November 19951.
NCHRP National Cooperative Highway Research Program.
New Bridge A bridge constructed to serve a new or relocated highway that is not
intended to serve as a substitute for an existing bridge being
removed as part of the same project. It shall be considered a new
bridge when a bridge is constructed to ultimately become a substitute
for an existing bridge which will be removed in a subsequent project.
Normal Crown The cross-slope arrangement for a tangent roadway alignment.
1
A list of designated NHS Highways is contained in the “National Highway System Route Listing” and is
maintained by the Highway Data Services Bureau of the Office of Technical Services.
2017 G-9
One Lane Bridge A particular type of narrow bridge, carrying two-way traffic but less
than 16 ft. in clear width between railing or curbs.
Orthotropic Deck A lightweight decking system that uses closely spaced open or
closed steel ribs and a horizontal steel deck plate.
Overlay A layer of nonstructural material placed on a structural deck.
PC Point of Curvature of a horizontal curve.
Pedestal A concrete or built-up metal member constructed on top of a bridge
seat or pier to provide a bearing seat at a specific elevation.
Pedestrian/Bicycle A structure provided specifically for the travel of bicyclists and
Bridge pedestrians, frequently as part of a shared use path facility.
PI Point of Intersection of a horizontal curve
Pier Intermediate support for a bridge superstructure, lying between the
abutments.
Pier Cap Horizontal surface of a pier upon which rests the pedestals and/or
bearings. All piers have a pier cap.
Pier Stem The main body of a solid pier that extends from the top of the footing
and supports the pedestals.
Pile A small cross-sectional foundation member that extends some
distance below the ground surface to either bear on some solid
subsurface strata, or to such a depth as to provide enough skin
friction to withstand the applied loads.
Pile Shoe Reinforcing steel plates attached to the tips of piles to prevent
excessive damage during driving. Used where hard driving
conditions are expected.
Planned Improvements to the roadway width projected within a 20-year
Improvements planning horizon. They do not necessarily need to be programmed.
These are, however, documented plans the Department or local
municipality hopes to accomplish when funding becomes available
and when it fits into the Region's or local agency's capital program.
Whether there are planned improvements shall be addressed in the
scoping documentation used to establish the project design criteria.
Refer to the Project Development Manual for requirements on
addressing planned improvements in project scoping and
development.
Plastic Deformation Displacements that occur outside the elastic range of the member,
where the member does not return to its original undeformed shape
when the load is removed.
Plate Girder A girder that is built up of individual steel plates.
G-10 2017
Glossary
Plinth A solid wall portion of the concrete pier that connects the
individual columns to the footing. A plinth is commonly used to
avoid damage to the pier/column structure from ice loadings
but may be used instead a crashwall.
Post-tensioned A concrete member where the prestressing force is applied after the
Member concrete has cured.
of
Precast Concrete member that is cast and cured at a fabrication facility as
opposed to its final position. The member must be transported and
placed in the field.
Prestressed A concrete member that has a pre-applied compressive force in the
Member areas that will experience tension in service.
Pretensioning Process where the steel tendons are stressed before the concrete is
placed.
Primary Member Structural element designed to carry liveload and act as a main load
path.
Profile The vertical alignment of the roadway.
PS&E Plans, Specifications and Estimate - The final submittal from the
designer that contains all necessary contract drawings, special
specifications and the final engineers estimate.
PT Point of Tangency of a horizontal curve.
PVC Point of Vertical Curvature
PVI Point of Vertical Intersection
PVT Point of Vertical Tangency
Redundant Containing multiple load paths such that if a failure occurs in any one
member, the structure would not collapse. (Typically refers to bridge
superstructure.)
Rehabilitation Repairs and retrofits to a structure in lieu of complete replacement.
Retrofit Work done to an existing structure to upgrade details that do not
meet current standards.
Right-of-way A general term denoting land, property or interest therein, usually in
a strip, acquired for or devoted to a highway.
Rip Rap Stone fill manually fit around a structure to prevent erosion of the
embankment.
Rivet A type of metal fastener that connects steel plates together.
2017 G-11
Roadway That portion of a highway, including all through traffic lanes, auxiliary
lanes, and shoulders, suitable for vehicular use. Also, referred to as
"surfacing" or "pavement."
Rolled Beam Steel beams of standard sizes that are produced in large quantities.
Sag Curve Used to describe a vertical curve with a downward approach tangent
meeting an upward leaving tangent.
SC Spiral to Curve
Scour The removal of the soil under and around a structure due to moving
water.
Screed Machine A machine that travels along the uncured deck concrete to
consolidate and smooth the concrete while also giving it the proper
cross slope.
Scuppers Drains in the bridge deck that carry or drop storm water off the bridge.
SDL Superimposed Deal Load. Permanent loads applied after the
structural deck behaves compositely with the beams. These loads
are due to known sources like railing weight, barrier weight, future
wearing surface, etc.
Secondary Member Structural element which does not carry primary stress or act as a
main load path.
Seismic Forces Loads applied to a structure due to an earthquake.
Semi-Integral Semi-integral abutments use conventionally designed abutments
Abutment where superstructure girders are supported by bearings and
pedestals on a bridge seat. The girders extend over the bridge
seat and are embedded in a backwall that hangs behind, but is not
connected to, the abutment stem.
Shall A requirement.
Shear Connector Studs or similar components used to connect the concrete deck to
the bridge beams, allowing them to act compositely.
Sheeting Interlocking rolled steel sheets driven vertically into the ground to
retain the soil and allow for the construction of the substructure,
a.k.a. sheet piling.
Shim Thin piece of metal used to make up for any difference in the
thickness or elevation of two pieces being joined.
Shoring Temporary supporting members for concrete formwork and structure
stability.
Should A recommendation to be followed.
G-12 2017
Glossary
Shoulder That portion of the roadway, graded but not necessarily paved or
surfaced, for accommodation of stopped vehicles, for emergency use
and for lateral support of subcourses and surface courses. For
purposes of this policy, the shoulder shall refer to the usable shoulder
(see Appendix 2A for illustrations of shoulders). For applying this
policy, the existing approach shoulders shall be measured no closer
than 100 ft. from the ends of existing bridges. If the approach
shoulder width varies, a determination must be made of what the
most typical shoulder width is for that section of highway. Be aware
that providing the typical width may cause the project limits to be
extended slightly to widen the varying shoulder.
Shrinkage Reduction in volume that occurs as concrete cures and loses
moisture.
Sidewalks Space provided on a structure exclusively for the use of pedestrian
travel and separated from the roadway by a raised curb. See Chapter
18 of the Highway Design Manual.
Signing Traffic signs that are usually included in the M&PT.
SIP Forms Stay-In-Place Forms. Corrugated light gage metal forms that span
between bridge members and serve as the form for the deck
concrete and remain in place after the concrete has cured.
Slipform Process of pouring concrete into a moving form. The concrete has a
low slump so that the concrete does not lose the shape of the form.
Slope Protection Material that prevents erosion of an embankment slope.
Slump A measure of the flowability of a batch of concrete.
Sole Plate The top steel plate of a bearing that attaches to the bottom flange of
the girder.
Sound Rock Rock that meets the minimum Rock Quality Designation (RQD)
requirements.
Sounding A method of checking for voids or delaminations in concrete by
striking a hammer against the structure and listening for a hollow
sound.
Spall Area of deterioration where a layer of the concrete surface has fallen
away.
Splice The joining of two members to allow them to act like a continuous
member.
ST Spiral to Tangent
Stage Construction Construction done so that traffic may be maintained on a portion of
an existing structure while a longitudinal section of a new structure
is constructed. Traffic is then shifted over to that portion of the
newstructure while the existing structure is removed and the new
structure is completed.
2017 G-13
Station Term used to describe the location along a roadway alignment.

Stem The part of the abutment above the footing and below the backwall.
Stiffener A metal plate welded to the web of a steel beam to improve the
resistance to buckling of the web.
Stirrup A “U” shaped reinforcing bar normally placed transverse to the axis
of concrete beam to resist flexural shear.
Stone Fill Stone that is dumped around an abutment or pier to prevent erosion
of the embankment.
Structural Lifting See Jacking
Strut Bracing inside a deep sheeted excavation or cofferdam which spans
between opposite sides of the enclosure. Struts are connected to
wales to keep the excavation open. See also, Wale.
Substructure Any supporting member below the superstructure (e.g., abutments,
piers, wingwalls).
Superelevation The cross slope of a roadway at a horizontal curve.
Superstructure That part of the structure above, and supported by, the bearings.
Surcharge Load that acts on a retaining wall in addition to normal soil forces,
e.g., a vehicular load or a building load.
Surfaced Shoulder A roadway shoulder that is paved, or stabilized and maintained with
a bituminous or other similar surface treatment.
Temporary A pedestrian and/or vehicular bridge built to carry traffic around an
Structure active construction site in lieu of stage construction. The structure
will be removed after the new bridge is open to traffic.
Thalweg A line connecting the lowest points along a stream bed or valley.
Traveled Way That portion of the roadway exclusive of shoulders, designed for the
movement of vehicles.
TRB Transportation Research Board
Tremie A pipe or funnel used for placing concrete under water.
Tremie Seal A special concrete mixture that is placed under water to seal the
bottom of a sheeted excavation surrounded by water.
UHPC Ultra High Performance Concrete. A concrete with strenghth more
than 20,000 psi and with steel fiber reinforcement, giving it unusually
high tensile strength. It is highly resistant to cracking and highly
impermeable to water.
G-14 2017
Glossary
Ultimate Strength Former ACI designation for Load Factor Design.

Design
Underdrain Filter A method of conveying groundwater away from behind a wall or
abutment using a porous medium and weep holes.
Upstation In the direction of increasing station values
U-wingwall A wingwall that is parallel to the feature carried.
Vertical Clearance The minimum vertical distance between the bottom of the structure
and the surface of the feature crossed.
Viaduct A long structure frequently with many short spans. It can have more
than one structure type.
Wale A horizontal beam that runs along the inside of the walls of an
excavation or cofferdam which can be braced or tied back. a.k.a.
waler. See also, Strut.
Wearing Surface A sacrificial layer of material on the structural deck that serves as the
riding surface of the structure.
Weep Hole An opening in a wall or abutment stem to relieve hydrostatic
pressure.
Wingwall A retaining wall placed adjacent to an abutment stem to retain the fill
behind an abutment (see in-line wingwall, flared wingwall, and U-
wingwall).
Work Zone Traffic The control plan for traffic through a construction site.
Control
Working Stress A method of design based on an allowable stress that is some
Design fraction of the yield strength of the material.
2017 G-15

NYSDOT Bridge Manual US 2017

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New York State

Section Title Page

2 Bridge Design Criteria

Section Title Page

2.6 Alignment, Profile and Superelevation 2-22

3 Project Scoping and Preliminary Plan Development

Section Title Page

3.2.7 Work Zone Traffic Control 3-30

4 Structure Excavation, Sheeting and Cofferdams

Section Title Page

Section Title Page

Section Title Page

Section Title Page

8.6.3 Longitudinal Stiffeners 8-19

Section Title Page

9.6 Prestress Losses 9-9

Section Title Page

11.1.7 Design Footing Pressures and Pile Capacities 11-5

Section Title Page

11.7 Forming Considerations 11-29

Section Title Page

13.2 Approach Drainage Details 13-3

14 Bridge Plan Standards and Communication of Design

Section Title Page

17 Standard Notes 17-1

Section Title Page

Section Title Page

2.1 Schematic of a Median Berm ........................................................................... 2-10

5.1 Deck Overhang Loads During Construction ..................................................... 5-10

8.1 Cover Plate Connections .................................................................................. 8-13

10.1 Longitudinal Stress Laminated Deck ................................................................ 10-4

11.1 Gravity Abutment ............................................................................................ 11-17

15.1 Hooked Dowel .................................................................................................. 15-5

19.1 Typical Retrofit Details ................................................................................... 19-22

23.1 Beam Depth Comparison ................................................................................. 23-4

2-1 Clear Bridge Roadway Width Standards ............................................................ 2-2

3-1 Stone Protection Sizing vs. Q50 Stream Velocity............................................. 3-11

4-1 Soil Design Parameters ...................................................................................... 4-4

5-1 Deck Requirements ............................................................................................ 5-1

6-1 Railing and Barrier Selection .............................................................................. 6-4

8-1 Steel Plate Thicknesses ................................................................................... 8-14

11-1 Standard Intergral Abutment Design.................................................................11-10

14-1 Suggested Sheet Scales ................................................................................ 14-12

15-1 Minimum Reinforcement Cover ........................................................................ 15-1

H BDL Reduction Requirements .......................................................................... 15-7

16-1 Precision for Estimate of Quantities ................................................................. 16-2

19-1 Bridge Rehabilitation vs. Replacement Worksheet ......................................... 19-9

Richard Marchione P.E.

Mathew Royce P.E.

- For Design - Bid - Build Projects:

o Deputy Chief Engineer Structures (DCES).

- For Design - Build Projects:

o NYSDOT’s Design Quality Assurance Engineer in consultation with the Deputy

- For Locally Administered Federal-Aid Transportation Projects:

o Regional Structures Engineer (RSE) in consultation with Deputy Chief

o Responsible Local Official (RLO) (as defined in the PLAFAP) in consultation

1.4 Referenced Standards, Manuals and Documents

The NYSDOT references can be found at https://www.dot.ny.gov/publications .

 American Railway Engineering & Maintenance of Way Association Manual for

1.5 Bridge Design Specifications

1.5.1 Design Methodology

The LRFD code defines four design limit state categories:

1.5.2 Analysis Methodology

A more complex grid analysis, three-dimensional analysis or finite-element analysis is