**Notes to Users:**

**This document is a template.**  The template was created by generalizing the Bridge Design Criteria report for a sizeable reconstruction project and therefore covers many bridge types and bridgework types.  Modify this document to fit each project.  This may mean deleting or adding sections to the template, changing design and/or material specifications, allowable values, materials, etc.  Please forward any suggestions for improving the template to the Bridge Office.

*nnn* in the document indicates missing numerical data.

*aaa* in the document indicates missing alpha data.

Initial Date:September 2, 2005

Modification Dates: July, 2018

# BRIDGE DESIGN CRITERIA

# AAA BRIDGE

# RGnnnn

# AAA PROJECT

# PROJECT aaa n-n(n)

# PROJECT NAME

# AGENCY NAME

# COUNTY

# STATE

# DATE

# Prepared by:  Your Company

# TABLE OF CONTENTS

# SECTIONPAGE

11.TECHNICAL POLICY GUIDELINES

22.GEOMETRIC LAYOUT

23.DESIGN LOADS

64.MATERIALS

75.SUPERSTRUCTURE DESIGN

126.SUBSTRUCTURE DESIGN

127.WALL DESIGN

128.MISCELLANEOUS

149.LOAD RATINGS

1410.QUANTITIES

### 1. TECHNICAL POLICY GUIDELINES

The following design criteria identify the particular standards and procedures, which are used for the bridge design:

1.1 *AASHTO LRFD Bridge Design Specifications*, American Association of State Highway and Transportation Officials (AASHTO), 7th Edition, Customary U.S. Units, 2014, with 2015 and 2016 interim revisions.  This reference is hereby referred to as “AASHTO”.

1.2 *AASHTO Manual for Bridge Evaluation*, American Association of State Highway and Transportation Officials (AASHTO), 3rd Edition, 2018.  This reference is hereby referred to as “LRFR”.

1.3 *AASHTO Steel Guide Specifications for Horizontally Curved Steel Girder Highway Bridges*, American Association of State Highway and Transportation Officials (AASHTO), 2003.  This reference is hereby referred to as “Steel Guide Spec”.

1.4 American Association of State Highway and Transportation Officials (AASHTO)/National Steel Bridge Alliance (NSBA) Steel Bridge Collaboration documents for steel bridges.  These references are hereby referred to as “AASHTO/NSBA”.

1.5 *Standard Specifications for Construction of Roads and Bridges on Federal Highway Projects*, FP-14, Dual Units, Publication No. FHWA-FLH-14-001.  This reference is hereby referred to as “FP-14”.

1.6 *AASHTO LRFD Bridge Construction Specifications*, American Association of State Highway and Transportation Officials (AASHTO), 4th Edition, Customary U.S. Units, 2017 with current interim revisions.

1.7 *AASHTO LRFD Guide Specifications for the Design of Pedestrian Bridges*, American Association of State Highway and Transportation Officials (AASHTO), 1st Edition, Customary U.S. Units, 2009 with current interim revisions.

1.8 *AASHTO Guide Specifications for Wind Loads on Bridges During Construction*, American Association of State Highway and Transportation Officials (AASHTO), 1st Edition, Customary U.S. Units, 2017 with current interim revisions.

1.9 Engineering for Structural Stability in Bridge Construction, FHWA-NHI-15-044, April 2015. 

1.10 *Manual of Standard Practice*, Concrete Reinforcing Steel Institute (CRSI), current edition.  This reference is hereby referred to as “CRSI”.

1.11 Applicable State Bridge Design Manual, *aaa* Department of Transportation (*aa*DOT), current version as of *aaa**nnnn*,.  This reference is hereby referred to as “aaDOT”.

1.12 Geotechnical Investigation: *aaa*, by *aaa*, Date.  This reference is hereby referred to as “Geotechnical Report”.

1.13 Hydraulic Recommendations: *aaa* by *aaa*, Date.  This reference is hereby referred to as “Hydraulics Report”.

1.14 Other publications as noted.

### 2. GEOMETRIC LAYOUT

2.1 The bridge spans, horizontal and vertical alignment, and general arrangement of the structure is as shown on the final Type Size & Location (TS&L) plan.

2.2 Bridge width (out-to-out) is *nn*’-*n*” with a roadway width of *nn*’-*n*”.

2.3 *aaa* type bridge rails are provided on the bridge with *aaa* type transition rails.  Both bridge and transition rails have been crash tested to certify adherence to NCHRP Report 350, TL-*n* criteria.

2.4 Roadway design speed at bridge is *nn*mph.

### 3. DESIGN LOADS

3.1 Load Factors and Load Combinations (AASHTO 3.4)

3.1.1 Load combinations and load factors are in accordance with AASHTO Tables 3.4.1-1 and 3.4.1-2.

3.1.2 For steel girder design, the superstructure constructability limit state shall be checked.

3.2 Permanent Loads (AASHTO 3.5)

3.2.1 Components and Attached Dead Loads (DC)

(1)Concrete with reinforcing steel = 0.150 kcf

(2)Structural steel = 0.490 kcf

(3)Stay-in-place deck forms =0.*nnn* ksf

(4)Bridge railing =*n.nnn* klf (each)

3.2.2 Wearing Surface and Utilities (DW)

(1)Wearing surface allowance =0.*nnn* ksf

(2)Future wearing surface allowance =0.*nnn* ksf

(3)Utilities allowance =0.*nnn* klf

3.2.3 Permanent loads applied to the composite structure are distributed evenly to all girders per AASHTO 4.6.2.2.1.

3.3 Live Load and Impact (AASHTO 3.6.1 & 3.6.2)

3.3.1 The maximum number of design lanes is as specified by AASHTO 3.6.1.1.1 with multiple presence factors in accordance with AASHTO 3.6.1.1.2.

3.3.2 The design live load is designated as HL-93, and consists of a combination of:

· Design truck or design tandem, and

· Design lane load.

3.3.3 Permit load to be considered is *aaa*.

3.3.4 Pairs of design tandems, as described in AASHTO C3.6.1.3.1, are not considered.

3.3.5 Deflection due to live load is investigated per AASHTO 3.6.1.3.2 and 2.5.2.6.2.

3.3.6 An (ADTT)SL value of *nnn* is used for calculating number of fatigue cycles.  The fatigue load is one design truck or axles thereof with a constant spacing of 30’-0” between the 32.0-kip axles.  The dynamic load allowance applied to the fatigue load shall be 15% per AASHTO 3.6.2.1. 

3.3.7 The dynamic load allowance (impact) is applied in accordance with AASHTO 3.6.2 to superstructure and substructure elements above the footings.  Impact is not applied to substructure units below tops of footings, or to elastomeric bearings.

3.4 Centrifugal Forces (AASHTO 3.6.3)

3.4.1 Centrifugal forces are determined for the given design speed of *nn* mph.

3.4.2 The overturning effect of centrifugal forces on vertical wheel loads is accounted for in the design of the girders and/or other superstructure elements.

3.5 Braking Forces (AASHTO 3.6.4)

3.6 Vehicular Collision Forces (AASHTO 3.6.5)

3.6.1 Vehicle collision with barriers shall be in accordance with AASHTO 3.6.5.2 and section 13.

3.7 Water Loads (AASHTO 3.7)

3.7.1 Design water levels:

(1) The design flood for the structure at the strength and service limit states is taken to be the *nnn*-year event.

(2) The check flood for analyzing structural stability at the extreme event limit state is taken to be the *nnn*-year event.

3.7.2 Buoyancy and stream pressure forces applied to the structure are computed based on the design flood event.

3.7.3 Applicable scour levels are used in conjunction with the respective design and check floods.

3.8 Wind Loads (AASHTO 3.8)

3.8.1 Wind loads are computed based on a design wind speed, V, = *nn* mph.

3.9 Ice Loads (AASHTO 3.9)

3.9.1 The effective ice strength is assumed to be *nn.n* ksf.

3.9.2 The assumed ice thickness is taken to be *n.n* ft.

3.10 Earthquake Effects (AASHTO 3.10)

3.10.1 Seismic analysis for single span bridges shall be in accordance with AASHTO 4.7.4.2.

-or-

The method used for seismic analysis is the *“uniform elastic method” or “single-mode elastic method” or “multimode elastic method” or “time history method”*.

3.10.2 Seismic coefficients to be used for design are:

                           (1) Peak Ground Acceleration Coefficient on rock (site class B), PGA  =  *n.nnn* g.                    

                           (2) Site factor at zero period on acceleration response spectrum, Fpga = *n.nnn*.

                           (3) Peak seismic ground acceleration coefficient modified by short period site factor, As = *n.nnn* g.

                           (4) Horizontal response spectral acceleration coefficient at 0.2 second period on rock (site class B), Ss = *n.nnn* g.

                           (5) Site factor for short period range of acceleration response spectrum, Fa = *n.nnn*.

                           (6) Horizontal response spectral acceleration coefficient at 0.2 second period as modified by short period site factor, Sds = *n.nnn* g. 

                           (7) Horizontal response spectral acceleration coefficient at 1.0 second period on rock (site class B), S1 = *n.nnn* g.

                           (8) Site factor for long period range of acceleration response spectrum, Fv = *n.nnn*.

                           (9) Horizontal response spectral acceleration coefficient at 1.0 second period modified by long period site factor, Sd1 = *n.nnn* g.

3.10.3 The bridge is considered a *“critical” or “essential” or “other”* bridge importance category.

3.10.4 The Site Class used in design is *a*.  

3.10.5 The Seismic Zone used in design will be Zone *n*. 

3.10.6 Design forces for all bridges shall be calculated in accordance with AASHTO 3.10.9.

3.11 Earth Forces (AASHTO 3.11)

3.11.1 Vertical Earth load (EV) is assumed to be *nnn* pcf for structural backfill.

3.11.2 For full active earth pressure conditions, the lateral equivalent fluid pressure shall be *nn* pcf.  For at-rest earth pressure conditions, the lateral equivalent fluid pressure shall be *nn* pcf.  

3.11.3 Retaining wall design shall be based on the Coulomb Theory.  For structural backfill assume an angle of internal friction, (f = 34( and a friction angle, ( = 2/3(().

3.11.4 Live Load Surcharge (LS) on abutments is based on an equivalent height of soil = *nnn*****ft.  Retaining walls and wingwalls shall be designed based on an equivalent height of soil = *nnn*ft.

3.12 Force Effects due to Superimposed Deformations (AASHTO 3.12)

3.12.1 Procedure *A or B* is used in determining the design thermal movement associated with uniform temperature change.  For procedure A, the project site is assumed to be a *aaaa*climate.

3.12.2 Forces and moments due to temperature rise and fall are calculated for the following temperature ranges:

(1) Concrete:

coefficient of thermal expansion = 6.0 x 10-6 / °F

temperature range =*nn*° F to *nn*° F

temperature rise = *nn*° F

temperature fall = *nn*° F

(2) Steel:

coefficient of thermal expansion = 6.5 x 10-6 / °F

temperature range =*nn*° F to *nn*° F

temperature rise = *nn*° F

temperature fall = *nn*° F

3.12.3 Assumed design installation temperature is *nn*° F.

### 4. MATERIALS

4.1 Concrete

*For prestress items identify maximum attainable f’c based on local fabricator. Minimum f’c = 5.0 ksi.

4.2 Reinforcing Steel

4.2.1 Reinforcing steel shall be Grade 60 deformed bars conforming to AASHTO M31 or M322, except column spirals may meet the requirements of either AASHTO M31 or AASHTO M32, Grade 60.

4.2.2 All reinforcing steel bends conform to CRSI Standards or as noted otherwise.

4.2.3 All reinforcing steel in the deck slab, approach slabs, barrier curbs/bridge railings, abutment backwalls/endwalls, wingwalls and pier diaphragms is epoxy coated.  Epoxy coated bars are denoted in the bar list sheets.

4.2.4 Reinforcing steel shall have a minimum concrete cover of 2 inches unless otherwise noted.

4.2.5 The maximum length for reinforcing bars is 40’-0” for #4 bars and 60’-0” for #5 bars and larger.  Cut reinforcing bars to CRSI tolerances.

4.2.6 No allowance is made in bar length except for corrections associated with standard hooks and special bends. 

4.2.7 All bent bar dimensions are taken as out-to-out.

4.2.8 Reinforcing splice lengths shall be determined according to AASHTO 5.11.5.  Minimum splice lengths shall be shown in the plans and/or bar lists.

4.3 Prestressing Steel

4.3.1 Prestressing steel is 0.*n* inch nominal diameter (area = 0.*nnn* in2) Grade 270 "Uncoated Seven-Wire Low Relaxation Strands for Prestressed Concrete", AASHTO M203.  Minimum ultimate strength per strand is *nn.n* kips.

4.3.2 Initial tensile force applied to each strand is 75 percent of ultimate strength or *nn.n* kips.

4.3.3 Modulus of elasticity, E = 28,500 ksi is assumed (AASHTO 5.4.4.2).

4.4 Structural Steel

4.4.1 *Weathering steel (unpainted) is used on this bridge.*

4.4.2 Structural steel conforms to the following AASHTO (ASTM) requirements:

AASHTO M270 Grade *nnW*T*n* Fy= *nn* ksi

(A709) Grade*nnW* Fy= *nn* ksi

Modulus of Elasticity = 29,000 ksi.

4.4.3 Rolled sections conform to AASHTO M160 requirements.

4.4.4 Reference Central Steel Service Plate Size Chart for steel plate size availability.

Link to chart: http://www.centralsteelservice.com/steel_plate.htm

### 5. SUPERSTRUCTURE DESIGN

5.1 Concrete Deck Slab

5.1.1 The slab is designed using the approximate strip method (AASHTO 4.6.2).

5.1.2 *Table A4-1 is used to determine the Live Load design moments*.

5.1.3 *For bridges with 3 or more girders Dead Load design moments (+M & -M) are approximated by calculating the simple span moment and applying a 0.8 continuity factor (MDL ≈ wl2 /8 x 0.8 = wl2 /10).  Positive and negative moments are assumed to be equal for design purposes.*

5.1.4 No allowance is made for a sacrificial wearing surface in the deck design.

5.1.5 Transverse bars are straight with staggered spacing top and bottom.

5.1.6 For steel girder design, where longitudinal tensile stress in the deck due to factored construction loads or due to overload exceeds φfr, a minimum amount of reinforcement equal to 1% of the concrete area shall be provided (AASHTO 6.10.1.7).  The term φ, is a strength reduction factor equal to 0.9, and fr is the modulus of rupture (AASHTO 5.4.2.6).  

5.1.7 Bridge deck overhang, both permanent and phased, shall be designed to include loads resulting from vehicle collision with barriers based on TL-*n* criteria (AASHTO A13.4).

5.1.8 The top reinforcing steel cover is 21⁄2 inches and bottom cover shall be 1 inch minimum.

5.1.9 Distribution reinforcement shall be provided in accordance with AASHTO 9.7.3.2.

5.1.10 The use of stay in place “*steel forms” “ prestressed panels”**“is”**“is not”* allowed on this bridge.

5.2 Prestressed Concrete Girders

5.2.1 Temporary allowable stresses before losses (at release):

(1) Compression (AASHTO 5.9.4.1.1) = 0.65f’ci ksi

(2) Tension outside precompressed tensile zone (AASHTO Table 5.9.4.1.2-1) 

Without bonded reinforcement = 0.0948(f’ci)1/2 ksi ( 0.2 ksi

With bonded reinforcement = 0.24(f’ci)1/2 ksi

5.2.2 Allowable stresses after losses have occurred:

(1) Compression (AASHTO Table 5.9.4.2.1-1)

PS+DL+LL = 0.60f’c ksi

PS+DL = 0.45f’c ksi

(2) Tension under Load Combination Service III (AASHTO Table 5.9.4.2.2-1), bonded prestressing tendons 

Moderate corrosion conditions = 0.19(f’ci)1/2 ksi ( 0.6 ksi

Severe corrosion conditions = 0.0948 (f’ci)1/2 ksi ( 0.3 ksi

                                    Note: Where local practice specifies, use zero tension.

5.2.3 Time dependent losses shall be calculated in accordance with AASHTO 5.9.5.4.  Relative humidity H = *nn*% as determined by Figure 5.4.2.3.3-1.

5.2.4 Girders are designed as *continuous/simple span* for live loads and composite dead loads.  Restraint moment reinforcement is designed by “*aaa**method”.*

5.2.5 Negative moments will be carried by deck reinforcement (AASHTO 5.14.1.4.8).

5.2.6 Diaphragms shall be in accordance with AASHTO 5.13.2.2.

5.2.7 The top of the girders shall be artificially roughened for the entire length of the girder.

5.2.8 Camber will be estimated using multipliers from PCI Design Handbook, 7th Edition, Section 5.8.2.

5.2.9 When used, the number of partially debonded strands should not exceed 25% of total number of strands, and the number of debonded strands in a row shall not exceed 40% of the strands in that row. Not more than 40% of the debonded strands, or four strands, whichever is greater, shall have the debonding terminated at any section.  (AASHTO 5.11.4.3)

5.2.10 Transformed section properties taking into account the effective area of the prestressing steel *will/will not* be used (AASHTO 5.9.1.4).

5.3 Structural Steel 

5.3.1 *Rolled Beams or Welded Plate Girders*

(1) Design is by the AASHTO LRFD design method.  Horizontally curved steel girders are designed by the AASHTO LRFD design method and may be supplemented by the Steel Guide Spec for non-hybrid girders.

(2) Composite design is used for both positive and negative moment regions.

(3) When computing section properties, the effective width of concrete deck shall be calculated in accordance with AASHTO 4.6.2.6.

(4) The concrete haunch *is* included in the computation of section properties.

(5) A value of n = Es/Ec = *n* shall be used.

(6) Minimum flange thickness for welded plate girders shall be 3⁄4” to control welding distortion per AASHTO/NSBA 1.3.

(7) Minimum web thickness for welded plate girders shall be 7/16”, with 1⁄2” preferred, per AASHTO/NSBA 1.3.

(8) Steel sections for welded plate girders need not be symmetrical.

(9) Longitudinal deck slab reinforcing steel shall be considered as part of the composite section in negative moment regions.  Stress range in longitudinal reinforcement is checked for fatigue load per AASHTO 5.5.3.2.

(10) Headed stud anchors are 7⁄8” diameter.  Stud anchors are placed in both positive and negative moment regions (AASHTO 6.10.10.1).  The maximum spacing shall not exceed 2’-0” except at splice locations to avoid placing studs on the splice plates.

(11) All primary longitudinal superstructure components and connections subject to tensile stress due to Strength Load Combination I require mandatory Charpy V-Notch testing, conforming to AASHTO T243, Frequency H for temperature zone *n* (AASHTO 6.6.2).  These member components shall consist of all plate girder web plates, all web and flange splice plates, and all flange plates located in tension regions designated in the plans.

(12) Deflections shall be calculated due to DL1, DL2, and deck shrinkage (*aaa* procedure is used to calculate deck shrinkage).  Welded plate girders are cambered for the calculated deflections plus vertical curve correction.  Deflection due to steel weight only is also included in the camber diagram.

(13) Structural steel plate girders are checked for Fatigue II load combination limit state using the AASHTO LRFD fatigue truck (AASHTO 3.6.1.4.1) with a load factor of 0.75.

(14) Structural steel is designed for applicable AASHTO LRFD Fatigue Categories for redundant load path structures.

(15) The uncracked section is used to compute bending stresses due to fatigue loading (AASHTO 6.6.1.2.1) 

5.3.2 Diaphragms and Cross Frames

(1) Spacing between cross frames shall not exceed 25 ft.  

(2) Cross frames shall be at least 3⁄4 girder depth for plate girder structures (AASHTO 6.7.4.2). 

(3) Cross frames shall be designed as primary members on curved girder structures.

(4) Oversized holes are allowed in one ply of the cross frame to girder connections.  The connections shall be checked as slip-critical per AASHTO 6.13.2.1.1.  

(5) The contact surfaces of the bolted parts are assumed to be Class *a*.  

5.3.3 Field Splices 

(1) Field splices shall be generally located near points of dead load contraflexure.

(2) All bolts for field splices and cross frame connections shall be ASTM F3125, Grade A325, Type *n*, heavy hex style, high-strength bolts.  All bolts shall be 7⁄8” diameter.

(3) All girder splices shall be designed for vertical bending, lateral bending, shear, torsion, and warping as applicable (Steel Guide Spec. Article 11.1).  Bolt threads are excluded from the shear plane.

(4) The splices shall be checked as slip-critical per AASHTO 6.13.2.1.1.  The contact surfaces of the bolted parts are assumed to be Class *a*.  All web/flange joints shall be made with standard sized holes only.  

(5) Member weight and length between field splices should be considered with respect to fabricator constraints, erection, transportation and site conditions.

5.4 Approach Slabs

5.4.1 The bottom reinforcing steel cover shall be 3 inches for concrete cast against and permanently exposed to earth.

5.4.2 *Concrete approach slabs will be used at each bridge end**and anchored to**the abutment backwall*.

5.4.3 The roadway end of the approach slab shall be supported *directly upon the**fill / by the use of a sleeper beam*.  The roadway approach pavement shall be constructed up to and against the *end of the approach slab / sleeper beam*.

5.4.4 For approach slabs supported directly on fill, the end support is assumed to be a uniform soil reaction with a bearing length that is approximately 1/3 the average length of the approach slab.

5.5 Expansion Joints

5.5.1 Bridge expansion joints will be used at *aaa* location and will be *aaa*type.  Deck expansion joints having total movement of 4 inches or less shall be strip seal joints.

5.5.2 Bridge expansion joint will be placed between the *aaa* and *aaa*.

### 6. SUBSTRUCTURE DESIGN

6.1 Pier Columns

6.1.1 Column reinforcing steel is spliced as follows:

(1) One splice is permitted per bar for main column reinforcing.

(2) Splice one-half of the main column bars at the top of the footing and one-half of the main column bars at one splice length above the top of the footing.

(3) For seismic design, no lap splicing of transverse or longitudinal bars will be allowed within plastic hinge zones. 

6.2 Abutments

6.2.1 Where feasible provide integral or semi-integral abutment endwalls and wingwalls.

6.2.2 Bottom of abutment cap shall be placed 1’-6” minimum below berm elevation.

6.3 Foundations

6.3.1 Bottom footing reinforcing steel is placed 3 inches clear of the bottom of footing.

6.3.2 The effects of corrosion and deterioration from soil site conditions *will/will not* be considered in steel pile foundation design.  *nn* inch of material loss from pile wall at 75 years is assumed for calculations. 

### 7. WALL DESIGN

### 8. MISCELLANEOUS

8.1 Drainage

8.1.1 Deck drains shall be provided where they are required by design or at locations near points of superelevation reversal.

8.1.2 Drain locations shall be shown on the Deck Slab Plan.

8.1.3 Geocomposite sheet drains and weepholes will be used as an underdrain system behind the abutments and walls.

8.2 Bearings

8.2.1 Elastomeric Bearing Devices:

(1) AASHTO Design Method ‘A’ shall be used.  

(2) A rotation allowance for uncertainties (fabrication and installation tolerance) of 0.005 radians shall be included per AASHTO 14.4.2.1.

(3) Elastomeric pads shall only use steel reinforcement.

(4) These devices shall be limited to thermal movement not to exceed *n*inches.

(5) Any bearing adjustment required due to profile grade and cross slope shall be made with beveled sole plates.  Tapered pads shall not be used.  Bearing pads shall be vulcanized to bottom (non-beveled) surface of sole plate.

(6) Steel reinforced elastomeric bearing pads shall conform to AASHTO M251 with 60 Durometer hardness, elastomer Grade *n* or higher.

(7) Anchor bolts shall conform to ASTM F1554, Grade *nn*, and shall be galvanized.

8.3 Utilities

No allowances for utilities shall be made at this bridge location.

8.4 Lighting

No allowances for lighting shall be made at this bridge location.

8.5 Signing

No allowances for signing shall be made at this bridge location.

8.6 Aesthetic Treatments

8.6.1 Limits of aesthetic treatments shall be clearly detailed on the plans.

8.6.2 Details of the aesthetic treatments shall be specified in the Special Contract Requirements.

### 9. LOAD RATINGS

The following design criteria identify the particular standards and procedures, which are used for the bridge rating:

9.1 Bridge rating calculations will be performed for the deck slabs and girders.

9.2 Bridge rating calculations will be in accordance with LRFR methodology.

9.3 All loads and load combinations will be determined according to the LRFD methodology.  The design vehicle will be the HL-93.

9.4 Overstresses determined from bridge rating calculations will not be permitted.  Any design, which yields a rating overstress, will be redesigned to satisfy the rating requirements.

### 10. QUANTITIES

10.1 Calculate and report bridge quantities to the following accuracy:

10.1.1 Structural Concrete to the nearest 1 cubic yard.

10.1.2 Reinforcing Steel and Structural Steel to the nearest 100 pounds.

10.1.3 Piling and Bridge Railing to the nearest 1 foot.

10.1.4 Structure Excavation and Backfill to the nearest 10 cubic yards.

10.2 Independent check of quantities shall be performed, and discrepancies outside the following limits shall be resolved:

10.2.1 Structure Excavation and Backfill within 5%.

10.2.2 All other quantities within 1%.

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�PAGE \# "'Page: '#'�'"  �Page: 2���Historically, SIP formwork has not been allowed.  Discuss with FLH Bridge Team Leader whether or not SIP deck forms will be used.  If allowed, verify what allowance for additional load should be used.  For example, if Metal SIP forms are specified, will the ribs be filled with concrete or void material such as Styrofoam?

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�This is typically the 100-year flood for design and the 200- year flood for extreme event.

�PAGE \# "'Page: '#'�'"  �Page: 4���Specify which method (if any) is required.

�PAGE \# "'Page: '#'�'"  �Page: 4���Choose one of these three.

�PAGE \# "'Page: '#'�'"  �Page: 7���Specify what type of steel is to be used if not weathering steel.

�PAGE \# "'Page: '#'�'"  �Page: 7���If another method is used to determine Live Load moment, such as a moving load analysis, it should be noted here.

�PAGE \# "'Page: '#'�'"  �Page: 8���Discuss with FLH Bridge Team Leader whether or not deck forms will be allowed.

�PAGE \# "'Page: '#'�'"  ��PCA method and NCHRP (Report 519) method are two options

�PAGE \# "'Page: '#'�'"  �Page: 9���Specify type of girder.

�Revise to “P” for fracture critical and higher grade material.

�PAGE \# "'Page: '#'�'"  ��Washington DOT and Oregon DOT are two options

�This is typical for low-volume traffic encountered on most CFL projects.  For higher traffic levels Fatigue I may need to be considered.

�Lateral bending, torsion and warping would be considered in horizontally curved steel girders as noted in Steel Guide Spec..