SECTION 200 PRELIMINARY DESIGN

201 INTRODUCTION
design submission shall be in accordance with
Section 1400 of ODOT’s Location and Design
The structure site should be studied in detail Manual.
and evaluated to determine the best structure
alternative. A site visit should be made. In a. The Line, Grade and Typical Section
many cases, it can be readily determined (LG&T) roadway submission which in-
whether a particular bridge or culvert should cludes the title sheet, alignment and profile
be chosen for a particular site. When a bridge plan and typical sections. If the project is
type structure is the most appropriate structure classified as a Case 1 under the Staged
for a particular site, then a preliminary design Review Process, the approved LG&T is to
study needs to be performed to determine the be included.
appropriate bridge type.

b. On projects classified as a Case 1 under the

A cost analysis comparing alternate structures
Staged Review Process, a copy of the
shall be performed, unless the site conditions
approval letter for LG&T and
discourage the use of all but one type of
correspondence from the ODOT District
structure. The cost analysis should include
Utilities Coordinator authorizing any
the initial construction cost and all major
proposed utilities on the bridge. For all
future rehabilitation/maintenance costs,
projects involving a railway crossing,
converted to present dollars. Sufficient
regardless of the review process
preliminary design must be performed for an
classification, any correspondence with the
accurate cost estimate. Cost data information
Railroad should be submitted.
may be obtained from "Summary of Contracts
Awarded". This publication is available from
the Office of Contracts. The cost analysis is c. The bridge Site Plan, as described in
to be included with the preliminary design Section 202. The LG&T review comments
submission. should be resolved and all comments
incorporated on the Site Plan prior to
submittal (when applicable).
A preliminary design submission should
include one (1) copy of the following, except d. A brief narrative identifying the structure
for the site plan(s) which require two(2) alternatives and their costs. The narrative
copies. The submittal of the preliminary should provide insight into why the

2-1
SECTION 200 PRELIMINARY DESIGN APRIL 2000

particular proposed structure was chosen. 202 SITE PLAN INFORMATION

Factors that need to be considered in
selecting a structure for a particular site
include geometry, economics, maintain- 202.1 GENERAL
ability, constructability, right-of-way
constraints, disruption to the traveling
public, waterway crossing requirements or The Site Plan scale generally should be 1" =
grade separations requirements, clearances 20' [1 to 200]. For some cases to get the entire
for railway and highway crossings, bridge on one sheet a smaller scale may be
foundation considerations, historical and provided, if all details can be clearly shown.
environmental concerns, debris and ice For bridges where the 1" = 20' [1 to 200] scale
flow problems and appearance. is too small to clearly show the Site Plan
details, a 1" = 10' [1 to 100] scale may be
e. F o u n d a t i o n information and considered. The following general
recommendations. information should be shown on the Site Plan:

f. Hydraulic submittal, including hydraulic a. The plan view should show the existing
and scour calculations. A copy of the scour structures (use dashed lines), contours at 2
calculations shall be provided to the ODOT foot [0.5 meter] intervals showing the
District Engineer responsible for bridge existing surface of the ground (for steep
inspection. slopes contours at 5 foot [2.0 meter] or
greater intervals may be used), existing
utility lines and their disposition, proposed
g. Preliminary stage construction or
structure, the proposed temporary bridge,
temporary structure details, if applicable, as
the proposed channel improvements, a
described in Section 208.
north arrow, and other pertinent features
concerning the existing topography and
h. A Supplemental Site Plan for waterway and
proposed work in an assembled form.
railway crossings, see Section 202.6 and
202.7 respectively.
In case of a highway grade separation or a
highway-railway grade separation, the
i. Preliminary sketches and photos for
required minimum and actual minimum
rehabilitation projects as described in
horizontal and vertical clearances and their
Section 206.
locations shall be shown in the plan and
profile views.
Detail plans shall not be initiated until after
preliminary design approval.
For a bridge over a railway, the vertical
clearance shall be measured from a point
level with the top of the highest rail and 6
feet [2 meters] from the centerline of those
tracks, or greater if specified by the
individual railroad. Reference shall be

2-2
SECTION 200 PRELIMINARY DESIGN APRIL 2000

made to Chapter 15, Section 1.2.6(a), loading, type of deck and type of sub-
AREMA Specifications for increased structure, date when built, structure file
lateral clearances required when tracks are number, approach slabs and wearing
on a horizontal curve. surface.

f. In the proposed structure block provide a

b. A profile drawn to the same vertical and brief description of proposed bridge. This
horizontal scale along the proposed cen- should include type, length of spans and
terline of the road, for the full length of the how measured (c/c of bearings), roadway
bridge, should show the existing and width, width of sidewalks, design loading,
proposed profile grade line, the cross- skew angle, wearing surface, approach
section of channel, an outline of the slabs, alignment, superelevation or crown
structure, highest known high water marks, and latitude and longitude bridge
normal water elevation, flow line elevation coordinates.
(thalweg), design and 100 year highwater
elevation including backwater. Also the g. A cross section of the proposed
overtopping flood elevation, magnitude superstructure, including an elevation of
and estimated frequency should be shown the proposed pier type(s) if applicable.
if less than the 100 year highwater eleva-
tion. Note normal water elevation is that h. The following earthwork note:
which defines the low water channel. "EARTHWORK limits shown are
approximate. Actual slopes shall conform
c. Horizontal and vertical curve data. to plan cross sections."

d. Size of drainage area. The elevation, i. The design and current average daily traffic
discharge and stream velocity through the (ADT) and the design average daily truck
structure and the backwater elevation for traffic (ADTT).
both the 100-year frequency base flood and
the design year flood. The clearance from j. For bridges with twin steel tube bridge
the lowest elevation of the bottom of the railing, stationing of the second guardrail
superstructure to the design year water post off the bridge should be given. For
surface elevation (freeboard) should be bridges with concrete barrier railing, the
provided. first guardrail post from the end of the
barrier should be stationed. For bridges
with deep beam railing and tubular backup
e. In the existing structure block, provide a on the bridge, stationing of the first
brief description of existing bridge. This guardrail post off the bridge should be
should include type, length of spans and given. Typically stationing should be
how measured (c/c of bearings, f/f of given to the nearest 1/100th of a foot
abutments), roadway width, skew angle, [mm]. Railing stationing may be changed
original design loading or upgraded during the detail design phase and then
revised on the Site Plan.

2-3
SECTION 200 PRELIMINARY DESIGN APRIL 2000

k. For each substructure unit where a bearing including embankment slopes and top of slope
is to be used, the bearing condition (fixed elevations, proposed footing elevations, type
or expansion) shall be designated in the of foundations, soil boring locations, highway
profile view (FIX or EXP). Semi-integral grade elevations (at 25 foot [10 meter]
substructures shall be designated as increments) and gradient percent, vertical
expansion (EXP) and integral shall be clearance (both the minimum required and the
designated as integral (INT). actual) over a railway or highway and their
location in the plan view.
l. Horizontal and vertical clearances and their
locations shall be provided for navigable For straight (tangent) alignments, spans
waterway crossings. should be measured from center to center of
bearings along the centerline of survey. For
m. A cross section sketch at the abutments curved alignments, the spans should be
shall be submitted to provide information measured along reference chords of (tangents
to help verify bridge limits. to) the centerline of survey. For concrete slab
bridges, the centerline of the abutment
bearings is assumed 7½" [190 mm] behind the
face of abutment substructure or breastwall.
On curved bridges, generally a reference line
202.2 SITE PLAN DETAILS (chord) drawn from centerline to centerline of
abutment bearings at the centerline of survey
should be shown. Skews should be given with
The preliminary design of the proposed respect to the centerline for straight
structure should be shown on the Site Plan in alignments or to reference chords (tangents)
both plan and elevation. The preliminary for curved alignments. For straight
design should consist of a plan layout of the alignments, the bearing of the centerline of
proposed structure, bridge width and approach survey should be shown. For curved
pavement widths, showing curb or parapet alignments, the bearing of the reference chord
lines and outer limits of the superstructure and (tangent) should be shown. The profile view
substructure units, skew with respect to the of the proposed bridge shall be highlighted by
centerline of a substructure unit (not to shading in the areas that represent the new
centerline of stream or centerline of tracks), bridge components. If the bridge crown
lateral clearances (both the minimum required (superelevation) changes across the structure
and the actual) with respect to railroad tracks a superelevation transition table or diagram,
or highways under the proposed structure, similar to Figure 206, shall be provided on the
treatment of slopes around the ends and under Site Plan or in the detail plan set. Reference
the bridge, channel changes, centerline of should be made to the table or diagram when
temporary structure and temporary approach detailing the typical bridge transverse section.
pavement, and stationing of bridge limits, the
latter being the bridge ends of approach slabs. In the plan view on the Site Plan, show the
Also, a profile or sectional view along the limits of channel excavation by crosshatching
centerline of roadway should be shown, the area to be excavated. Provide a legend on

2-4
SECTION 200 PRELIMINARY DESIGN APRIL 2000

the Site Plan explaining the purpose of the Utilities shall be installed in substantial ducts
cross hatched area. Bench marks should be or enclosures adequate to protect the lines
shown on the Site Plan. from future bridge repair and maintenance
operations. Utilities shall not be placed inside
of prestressed concrete box beams. For some
202.3 PROPOSED AND EXISTING specific detail issues with utilities on bridges
STRUCTURE BLOCK refer to Section 300 of this Manual.

Descriptive data for the proposed structure

should be shown in a "Proposed Structure" 202.5 HYDRAULIC SUBMITTAL
block. The "Proposed Structure" block should
be placed in the lower right hand corner for
the 22" x 34" [559 x 864 mm] sheet size. An The following information should be included
"Existing Structure" block should be shown with the preliminary design submission:
on the Site Plan if applicable and be placed
above the "Proposed Structure" block. a. Drainage area determination in mi2 [km2].

Structure blocks should be approximately 6½" b. One set of computations for the design year
[165 mm] wide for 22" x 34" [559 x 864 mm] and 100 year frequency discharges,
sheet size. including calculations used for the
watershed's main channel slope.

202.4 UTILITIES c. Stream cross-section plots representing the

natural stream conditions. The cross-
section plots should indicate the Manning's
All utilities should be accurately located and "n" values chosen for the channel sub-
identified on the Site Plan, and a note should sections.
state whether they are to remain in place, be
relocated or be removed, and for the latter d. One set of color photographs of the
two, by whom. upstream channel, downstream channel and
bridge opening should be included as
Utilities should not be placed on bridges assistance in determining the Manning's "n"
whenever possible. values.

The type of superstructure selected for a site e. A stream cross-section at the existing
may be dependent upon the number of utilities bridge, including the bridge structure, for
supported on the bridge. The request to allow bridge replacement projects. All computer
utilities on the bridge shall be made through input shall be substantiated by existing
the ODOT District Utilities Coordinator. The ground contours or additional cross
ODOT Utilities Manual should be referred to. sections.

2-5
SECTION 200 PRELIMINARY DESIGN APRIL 2000

f. A plan sheet showing the approximate 3. High water data from local residents
location of the stream cross-sections. and observed high water marks
including their locations should be
g. Hydraulic calculations for the computation included in the narrative.
of backwater and mean velocities at the
proposed bridge for both the design year 4. A statement regarding the susceptibility
and 100 year frequency discharges. All of the stream banks and flow line to
computer input data should be provided on scour, and also the susceptibility of the
a disk and included with the submission. piers and abutments to scour.

1. For bridge replacement projects, the

202.6 SUPPLEMENTAL SITE
computations should be made for both
PLAN FOR WATERWAY
the existing and proposed bridges, using
CROSSINGS
like analysis methods.

2. If the proposed roadway is overtopped

by a discharge less than the 100 year For Waterway Crossings a Supplemental Site
frequency discharge, the elevation and Plan is necessary if required by the Scope of
approximate frequency of the Services. A Supplemental Site Plan shall show
overtopping discharge shall be shown on information necessary for the determination of
the Site Plan. the waterway opening and accompany the
Site Plan. Information shown on the
h. Bridge scour analysis, a narrative of Supplemental Site Plan should not be repeated
findings and recommended scour counter- on the Site Plan. The following information
measures. See Section 203.3 for additional should be shown:
information.
a. A small scale area plan showing an
i. A brief narrative discussion of the accurate waterway alignment at least 500
hydraulic effects of the bridge. The feet [150 meters] each way from the
narrative should include: structure and the alignment of the proposed
and present highways, taken from actual
1. A discussion of the hydraulic adequacy surveys. Note location of dams or other
for both the design year and 100 year regulatory work on the waterway above the
frequency discharges. site, and the pool level, if the bridge is in a
pool area above a dam.
2. A flood hazard evaluation, which is a
condition statement should be made b. A stream profile at least 500 feet [150
regarding the nature of the upstream meters] each way from the bridge showing
area, the extent of upstream flooding waterway flow line elevations and low
and whether buildings are in the 100 water profile (where materially different)
year frequency flood plain. and high water profile if such is obtainable.
If a high water profile cannot be obtained,

2-6
SECTION 200 PRELIMINARY DESIGN APRIL 2000

high water elevations, with their locations 202.7 SUPPLEMENTAL SITE

marked or described, should be shown both PLAN FOR RAILWAY
above and below the bridge. Show high CROSSINGS
water elevations with dates and location of
reading with relation to the existing
structure. The source of high water data For Railway-Highway grade separation
should be noted on the Supplemental Site structures, a Supplemental Site Plan is
Plan. High water data should preferably be required by the Scope of Services. The
collected from at least two locations and Supplemental Site Plan should be completed
preferably verified by interviewing two and submitted during the LG&T review
local residents. process for Case 2 and Conceptual Review
projects. For Case 1 Projects, the
c. A profile along the centerline of highway Supplemental Site Plan should be submitted at
so that the overflow section may be the Stage 2 Review step. The reproduced
computed. This profile should extend along tracing of this plan should have the title block
the approach fill to an elevation well above deleted so that the railroad can use the plan to
high water. If there are bridges or large show force account work necessary to
culverts located within 1000 feet [300 complete the highway project.
meters] upstream or downstream from the
proposed bridge, show stream cross This plan shall show information necessary
sections including the structure and for the determination of slope lines, probable
roadway profiles of the overflow sections property requirements, sight distance and
of the structures. These may be used as a other items involved in determining the type
guide in establishing the waterway of separation. The following information
requirements of the proposed structure. should be shown:

d. The nature of the waterway should be a. A 1" = 100' [1 to 1000] scale plan of the
described as to condition of channel, banks, alignment of the railroad and the highway
drift, ice conditions, flow of channel during extended at least 1000 feet [300 meters]
low or high water, etc. each way from the proposed point of
intersection, taken from actual surveys.
e. In the areas where agricultural or other
drainage improvements are proposed, local b. Profile of top of rails of all railroads,
authorities should be consulted as to the extending at least 1000 feet [300 meters]
nature of the improvement and the each way from the proposed intersection.
probability of future lowering of the flow
line, and appropriate provisions should be c. Sufficient cross sections along the railroad
made. and highway to determine approximate
earthwork limits and encroachment on
railroad property.

2-7
SECTION 200 PRELIMINARY DESIGN APRIL 2000

d. In case a highway underpass type of Discharges of Rural Unregulated Streams

separation is at all possible, the submitted in Ohio".
information should show the line and
profile of the nearest or best outlet for For urban drainage areas less than 4 square
drainage. miles [10.4 km2] discharges shall be
estimated by the method described in
e. Intersection angle between highway USGS Water-Resources Investigations
centerline and railroad centerline. Report 93-135, “Estimation of Peak
Frequency Relations, Flood Hydrographs,
f. Highway stationing and railroad mile post and Volume-Duration-Frequency Relations
stationing at intersection. of Ungaged Small Urban Streams in Ohio”.

g. Railroad right-of-way lines. b. Discharge estimates may be calculated by

other methods for comparison with Report
h. Railroad pole lines, signal control boxes, 89-4126 against verified flood elevations
communications relay houses, signal and other known river data to ensure that
standards and drainage structures. the most realistic discharge for the area is
used for the design of the waterway
i. Centerlines of all tracks and location of opening. Calculations and comparisons
switch points. shall be submitted for review.

j. Location of buildings or other structures c. The U.S. Housing and Urban Development
within the railroad right-of-way. Flood Insurance Studies, U.S. Corps of
Engineer Flood Studies, U.S. Soils
k. Railroad traffic counts including type of Conservation Studies, U.S. Water
movements and speed. Resources Data and other reliable sources
may be used as reference information in
l. Location of all utilities occupying railroad estimating discharges and flood elevations.
right-of-way and the names of the owners
of these utilities. d. Where a U.S. Geological Survey estimate is
in conflict with that of another agency, the
agencies should be contacted in order that
203 BRIDGE WATERWAY the discrepancy can be resolved. In gener-
al, the U.S. Geological Survey estimate
shall be given preference.
203.1 HYDROLOGY
e. Proposed structures upstream or
downstream from a flood control facility
a. Discharges shall be estimated by the shall be designed for discharges as
method described in USGS Water- supplied by the U.S. Corps of Engineers,
Resources Investigations Report 89-4126
"Techniques for Estimating Flood-Peak

2-8
SECTION 200 PRELIMINARY DESIGN APRIL 2000

Ohio Department of Natural Resources or maintained by the Ohio Department of

the agency responsible for the flood control Natural Resources and may be obtained by
facility. calling (614) 265-6750.

A Permit from the Local Flood Plain

203.2 HYDRAULIC ANALYSIS Coordinator is required for all waterway
crossings with a drainage area greater than
one square mile [2.6 km2]. The District
a. The design flood frequency shall be based Production Administrator should be
on the importance of the highway and the contacted, by the responsible governmental
design average daily traffic (ADT) as agency which initiated the project, as to
follows: how they wish to coordinate the permit
process. The granted permit becomes a
1. Freeways or other multi-lane facilities record which is kept by ODOT, at the
with limited or controlled access and appropriate District office. The
Freeway Ramps...... 50 years governmental agency will be required to
make application for the permit and to
2. Other Highways (2000 design ADT secure a granted permit prior to the
and over)......25 years initiation of any detail plan preparation.

3. Other Highways (under 2000 design e. In areas where the topography is flat,
ADT).....10 years backwater should not be permitted to flood
unreasonably large areas of usable land, if
b. The total backwater produced for the design possible.
flood should be calculated by WSPRO
(HY-7), HEC-2, HEC-RAS or other f. In urban areas the waterway opening for
comparable backwater calculation methods. proposed structures shall be designed so
that the allowable backwater elevation
c. The allowable backwater depth shall corresponds with the backwater elevation
generally be governed by the nature of the which currently exists.
upstream area at the structure location
and/or the induced mean velocity through g. When a proposed structure is subject to the
the structure. approval of a Conservancy District, the
waterway shall be designed to comply with
d. Local Flood Plain Coordinators will need their regulations if more restrictive than
to be contacted so they may be made aware ODOT's.
of planned waterway crossings and
proposed backwater effects. A listing of h. The design of all highway encroachments
Local Flood Plain Coordinators is on the 100 year flood plain shall comply
with the regulations as stated in the Code of
Federal Regulations (23 CFR 650 A).

2-9
SECTION 200 PRELIMINARY DESIGN APRIL 2000

Engineers responsible for bridge hydraulics constraints or economic considerations.

should read these regulations to become The Local Flood Plain Coordinator will
familiar with their contents. Specific n e e d t o be involved in an y
bridge hydraulics need not be evaluated at discussions/decisions when a new structure
the preliminary development phase when exceeds the one foot rise criteria. The
alternative highway alignments are studied responsible government agency which
for the project. initiated the project will be responsible for
contacting and coordinating with the Local
When making an encroachment, the Flood Plain Coordinator.
proposed structure size submitted for
preliminary design review shall be support- Longitudinal encroachments require
ed by an analysis of design alternatives alternative location studies to be
with consideration given to capital costs summarized in the environmental
and risk. "Risk" is defined as the documents at the preliminary development
consequences attributable to an phase. Refer to the Code of Federal
encroachment. Risk includes the potential Regulations (23 CFR 650 A) for more
for property loss and hazard to life (A specific information.
Flood Hazard Evaluation).
i. It should not be assumed that an attempt
When making an encroachment on a should be made to lower existing high
National Flood Insurance Program (NFIP) water elevations. However, for bridge
designated flood plain in the floodway replacement projects where the existing
fringe, the rise in the water surface is structure is severely hydraulically taxed, an
limited to one foot [0.3 meters] above the effort should be made to improve the
natural 100 year flood elevation as given by hydraulics for both the design and 100 year
the NFIP study. No increase in the 100 recurrence interval discharges, with
year water surface is allowed when consideration of the one foot [0.3 meters]
encroaching on a NFIP designated rise criterion discussed in Section 203.2.h.
floodway (44 CFR 60.3(d)(3)). See Figure No allowable backwater requirements are
201. set by these criteria; rather the allowable
backwater should be determined by good
For bridges located outside NFIP engineering judgment considering the area
jurisdiction regions, a limit of a one foot inundated and the mean velocities induced
[0.3 meters] rise in the 100-year water through the structure.
surface elevation caused by any
encroachment above the natural (no bridge, j. In general, the bridge should be designed to
no roadway, no development, etc.) clear the design year frequency flood. This
condition is mandated by the Ohio Revised criterion may be waived because of
Code, section 1521.13. There may be cases roadway design constraints such as existing
when this is too stringent of a criterion and at-grade intersections, perpetuating existing
may not be practical due to physical

2-10
SECTION 200 PRELIMINARY DESIGN APRIL 2000

profile grades, existing backwater Velocity (ft/s) Type Thickness

elevations, presence of existing road
overflow or other reasons. 0-8 C 2'-0"
8-10 B 2'-6"
k. Spill-thru type structures are generally
preferred for cost effectiveness and hydrau- above 10 A 3'-0"
lic efficiency.

Velocity (m/s) Type Thickness

203.3 SCOUR 0-2.4 C 600 mm
2.4-3.0 B 750 mm
For all bridges over waterways, the entire above 3.0 A 1000 mm
spill-thru slope in front of the abutments and
wingwalls, including the corner cones in front
of the abutments at the end of the wingwalls, The locations, length, and the top of slope
should have a minimum protection of CMS elevations for the rock channel protection
601.08 Rock Channel Protection, Type C, two should be shown on the Site Plan. The rock
foot [600 mm] thick with filter. A filter should be shown in greater detail in the road-
fabric, which is allowed as an alternate in way section in conjunction with the channel
CMS 601.08, may be specified instead of the plans. It will generally be economical to
6 inch [150 mm] bed of No. 3 or 4 crushed provide bank protection during the initial
gravel when the rock is to be placed below construction in order to provide sufficient
any water elevation. When the intent is to use embankment protection to minimize future
filter fabric, the pay item description should maintenance.
read "...with fabric filter", and not "... with
filter". a. Excavation for stream channel work shall
be limited to that portion of the channel
The following table, relating bridge channel one foot [300 mm] above normal water
mean velocity of the design discharge versus elevation in order to minimize intrusion
rock type and thickness, shall apply as and to preserve the natural low water
minimums. Special circumstances such as channel. Where the spill-thru slope
protection on the outside of curves or in infringes upon the natural low water
northern regions of the state where ice flow is channel, excavation should be made for
a concern may require greater rock placement of the rock channel slope
thicknesses. protection at the toe of the slope.

b. Substructures for bridges over waterways

shall be supported by piling or drilled shaft

2-11
SECTION 200 PRELIMINARY DESIGN APRIL 2000

foundations unless the footings can be 204 FOUNDATION

founded on bedrock. INFORMATION

c. For bridges over waterways where bedrock

is determined to be at or close to the flow Foundation information to be obtained by the
line, spread footings or drilled shafts shall Design Agency should conform to the current
be used. Spread footings shall be ODOT Specifications for Subsurface
embedded into the bedrock in accordance Investigations. The Design Agency's analysis
with the requirements of Section 204.4, of the foundation investigation, the
except in laminated bedrock such as recommendation for foundation types, design
interbedded shale and limestone, in which parameters and the Subsurface Investigation
case drilled shaft foundations with Report prepared on full size plan sheets shall
sufficient embedment into the bedrock are be submitted for the Department’s approval.
preferred. This information is to be included with the
preliminary design submission.
d. Scour calculations only need to be made for
bridges not founded on shale or bedrock. When evaluating scour, use the information
All major rehabilitation work requires a from borings normally required for a bridge
scour analysis. The scour analysis may foundation investigation (D50) except for
consist only of determining what the bridge
special situations which may justify obtaining
is founded on. Probe existing footings an extra boring.
founded on shale to determine weathering
of the shale and the relationship of the
bottom of the footing to the stream bed Probable scour depths should be considered in
elevation. When it is necessary to calculate the design of the substructures, the location of
scour depths, they are to be calculated by the bottom of footings, the minimum tip
the equations in HEC-18 (Hydraulic elevations for piles and drilled shafts and the
Engineering Circular No. 18, Pub. No. frictional capacity of piles and drilled shafts.
FHWA- IP-90-017), "Evaluating Scour at
Bridges". The text of HEC-18 should be
read in order to understand scour and river 204.1 SPREAD FOOTINGS
mechanics. The references cited in Chapter
2 of HEC-18 are also helpful in
understanding the concepts of scour and The use of spread footings shall be based on
river mechanics. Scour depths should be an assessment of design loads, depth of
considered in the design of the suitable bearing materials, ease of
substructures and the location of the construction, effects of flooding and scour
bottom of footings and minimum tip eleva- analysis, liquefaction and swelling potential of
tions for piles and drilled shafts. the soils and frost depth. Generally the amount
of predicted settlement of the spread footing
A value of Q500 should be used as the super and the tolerable movement of the structure
flood is to be estimated by 1.3 x Q100. control the type of footing. To establish

2-12
SECTION 200 PRELIMINARY DESIGN APRIL 2000

tolerable movements, engineering judgment During the detail design stage, the actual
should be used (also refer to FHWA's Manual footing size shall be determined based on the
on Tolerable Movements, Report No. actual design loads. Note that the allowable
FHWA/RD-85/107). bearing pressure may need to be adjusted for
the actual footing size. A safety factor of three
The allowable bearing pressure for the (3) shall be used to determine the allowable
foundation soil is a function of the footing bearing pressure.
dimensions, depth of overburden and the
location of the water table. Procedures for
computing allowable bearing pressure for both 204.2 PILE TYPE, SIZE AND
cohesive and cohesionless soils are given in ESTIMATED LENGTH
the FHWA Manual "Soils and Foundations
Workshop Manual", Publication No. FHWA-
HI-88-009, July 1993. A relationship between The type, size and estimated length of the
Standard Penetration Test (SPT) value, N, and piles for each substructure unit shall be shown
the soil parameters, angle of internal friction, on the site plan. Preliminary pile design loads
and cohesive strength, c, is given in tables and approximate pile spacings shall be
presented in chapter 6 of the FHWA manual. provided with the preliminary design
The cohesive strength of soil is taken as one submission. This information will be
half of the ultimate strength, qu. furnished by the design agency preparing the
plans. The estimated pay length(s) for the
piling should be given to the nearest five (5)
All spread footings at all substructure units,
feet [one meter]. Procedures for computing
not founded on bedrock, are to have elevation
estimated pay length of the piles are given in
reference monuments constructed in the
the FHWA's "Manual on Design and
footings. This is for the purpose of measuring
Construction of Driven Piles", FHWA-DP-66-
footing elevations during and after
1. Minimum pile tip elevations for friction
construction for the purpose of documenting
designed piles may be required and should be
the performance of the spread footings, both
shown on the Site Plan.
short term and long term. See Section 600 for
notes and additional guidance.
When installing piles at a batter, the site
conditions should be studied to determine if
Elevations for the bottom of the footing shall installation is practical. Piles under 15 feet [5
be shown on the Site Plan. Preliminary design meters] in length should not be battered.
loads, the estimated size of the footing and the
allowable bearing pressure shall be provided
for review with the preliminary design
submission. This information is to be
furnished by the design agency preparing the
plans.

2-13
SECTION 200 PRELIMINARY DESIGN APRIL 2000

204.2.1 STEEL 'H' PILES The actual value listed in the structure general
notes should not be the Ultimate Bearing
Value of the H pile size selected but the
When piles are driven to refusal on the calculated Ultimate Bearing Value load of the
bedrock, steel 'H' piles are generally used. The substructure unit or units.
commonly used pile sizes are:
For the piers, other than capped pile piers,
HP10X42 [HP250X62] should be used if the
calculated design load is less than 55 tons
H Design Ultimate [500 kN] per pile.
Pile Size Load Bearing
Value In order to protect the tips of the steel 'H'
piling, steel pile points shall be used when the
HP10X42 55 tons 110 tons piles are driven to refusal onto hard bedrock.
HP12X53 70 tons 140 tons When the depth of overburden is more than 50
feet [15 meters] and the soils are cohesive in
HP14X73 95 tons 190 tons nature, piles driven to hard bedrock generally
should not have steel points. Steel points
should not be used when the piles are driven
to bear on shale.

For projects where steel points are to be used,

H Design Ultimate include the plan note entitled "Item 507, Steel
Pile Size Load Bearing Points, As Per Plan" with the Structure
Value General Notes (Section 600 of this Manual).
HP250X62 500 kN 1000 kN
For capped pile piers with steel H piles, pile
HP310X79 650 kN 1300 kN encasement is required.
HP360X108 850 kN 1700 kN

Ultimate Bearing load is equal to the actual

unfactored design load multiplied by a safety
factor of two (2).

Design load values for H piles are based on a

maximum service load stress of 9 ksi [62
MPa].

2-14
SECTION 200 PRELIMINARY DESIGN APRIL 2000

204.2.2 CAST-IN-PLACE The design values for pipe piles are based on
REINFORCED CONCRETE a maximum allowable service load stress on
PILES the pile wall thickness of roughly 28 ksi [193
MPa] .

For piles not driven to bear on the bedrock, The actual value listed in the structure general
cast-in-place reinforced concrete piles should
notes should not be the Ultimate Bearing
be used. This type of pile achieves its design
Value of the Pipe pile size selected but the
load resistance through a combination of side calculated Ultimate Bearing Value load of the
friction and end bearing. The commonly used
substructure unit or units.
pile sizes are:

For capped-pile piers with cast-in-place piles,

16 inch [400 mm] diameter piles shall be
used. 16 inch [400 mm] diameter piles with
Pipe Pile Design Ultimate additional reinforcing steel are preferred
Diameter Load Bearing because the need for pile encasement is
Value eliminated. Additional reinforcing steel which
12 inch 50 tons 100 tons consists of 8 - #6 [19M] epoxy coated
reinforcing bars with #4 [13M] spiral at 12
14 inch 70 tons 140 tons inch [300 mm] pitch should be provided for
16 inch [400 mm] diameter piles. Reinforcing
16 inch 90 tons 180 tons steel shall be detailed on the plans, included in
the reinforcing steel list, and be paid for
under Item 507, 16 Inch [400 mm] Cast-In-
Place Piles Furnished, As Per Plan. The
Pipe Pile Design Ultimate reinforcing steel cage should extend 15 feet [5
Diameter Load Bearing meters] below the flow line and into the pier
Value cap. Pile encasement is not used when
additional reinforcement is provided. Painting
300 mm 450 kN 900 kN of the cast-in-place reinforced concrete pile is
not required.
350 mm 650 kN 1300 kN
400 mm 800 kN 1600 kN For capped-pile piers where the exposed
length of the piles is more than 20 feet [6
meters], 18 inch [450 mm] diameter piles can
be used. The Office of Structural Engineering
Ultimate Bearing load is equal to the actual (Attn: Foundation Engineer) shall be
unfactored design load multiplied by a safety consulted before recommending the use of 18
factor of two (2). inch [450 mm] diameter piles.

2-15
SECTION 200 PRELIMINARY DESIGN APRIL 2000

204.2.3 DOWN DRAG FORCES ON 204.3 DRILLED SHAFTS

PILES

The diameter of the drilled shafts for the

When a significant height of new embankment abutments and piers shall be shown on the site
is constructed over a compressible layer of plan. For drilled shafts with friction type
soil and long term settlement is anticipated, design, the tip elevation shall also be shown.
the possibility of down drag forces on the For drilled shafts supported on bedrock, the
piles should be considered. The extra load tip elevation should not be given. Instead, the
that the pile receives due to the down drag approximate top of the bedrock elevation and
force should be computed and accounted for the length of the bedrock socket shall be
by driving the piles to a higher design load shown in the profile view on the Site Plan.
capacity. For example, the total design load This information will be furnished by the
for the piles should be equal to Dead Load + design agency preparing the plans.
Live Load + Down Drag Force. See Section
600 of this Manual for note. Procedures for design of Drilled Shafts are
given in FHWA Manual, "Drilled Shafts
Student Workbook", Publication No. FHWA-
204.2.4 PILE WALL THICKNESS HI-88-042, July 1988. Computer programs for
use on personal computer are available for the
design of Drilled Shaft Under Axial Loads and
Minimum pipe pile wall thicknesses are Design of Drilled Shaft Under Lateral Loads.
specified by formula in CMS 507, which
makes use of the Ultimate Bearing Value. Drilled shafts should be considered when their
provision would:

1. preclude the need of cofferdams

204.2.5 PILE HAMMER SIZE
2. become economically viable due to
high design loads (eliminates the need
Pipe pile hammer sizes are specified in CMS of large quantities of pile)
507, and are based on the Ultimate Bearing
Load and the required blow count range. 3. provide protection against scour

4. provide resistance against lateral and

204.2.6 CONSTRUCTION uplift loads
CONSTRAINTS
5. accommodate sites where the depth to
bedrock is too short for adequate pile
For construction constraints regarding pile embedment but too deep for spread
installation and embankment construction, see footings
Section 600 of this Manual.

2-16
SECTION 200 PRELIMINARY DESIGN APRIL 2000

6. accommodate the site concerns footings at or above the flow line elevation is
associated with pile driving process strongly discouraged.
(vibrations, interference due to
battered piles, etc.). Where footings are founded on bedrock (note
that undisturbed shale is bedrock) the
When drilled shafts with friction type design minimum depth of the bottom of the footing
are used, a minimum of three (3) shafts per below the stream bed, D, in feet [meters],
pier are recommended. Such design shall be shall be as computed by the following:
submitted to the Office of Structural
Engineering (Attn: Foundation Engineer) for D = T + 0.50Y
review.
T = Thickness of footing (in feet [meters])
Drilled shaft specifications are defined in Y = distance from bottom of stream bed to
CMS 524. surface of bedrock (in feet [meters])

The footing depth from the above formula

The Design Agency should have the shall place the footing not less than 3 inches
Department review any special proposed [75 mm] into the bedrock.
drilled shaft plan notes during the preliminary
design submission. If casing is to be specified
as to be left in place, a plan note will need to 204.5 EARTH BENCHES AND
be added. SLOPES

204.4 FOOTING ELEVATIONS A bench at the face of abutment shall not be

used. Rehabilitation projects may require
special slope considerations.
Substructure footing elevations should be
shown on the Site Plan. The top of footing
Spill thru slopes should be 2:1, except where
should be a minimum of one foot [0.3 meters]
soil analysis or existing slopes dictates flatter
below the finished ground line. The top of
slopes. The slope is measured normal to the
footing should be at least one foot [0.3 meters]
face of the abutment.
below the bottom of any adjacent drainage
ditch. The bottom of footing shall not be less
than four feet [1.2 meters] below and For superelevated bridges over waterways, the
measured normal to the finished groundline. intersection of the top of slope with the face of
abutment shall be on a level line. For other
Due to possible stream meander, pier footings superelevated structures the top of slope shall
for waterway crossings in the overflow section generally be made approximately parallel to
should not be higher than the footings within the bridge seat. For structures over streets and
the stream unless the channel slopes are well roads having steep grades the intersection of
protected against scour. Founding pier earth slope and face of abutment may be either

2-17
SECTION 200 PRELIMINARY DESIGN APRIL 2000

level or sloping dependent upon which shall be obtained prior to contacting the
method fits local conditions and gives the proprietary wall companies and requesting
most economical and sightly structure. MSE project plans

The spill-thru slope should intersect the face Mechanically stabilized earth (MSE) walls
of abutment a minimum of one foot [300 with stub type abutments on piling or spread
mm], or as specified in a standard bridge footings may be considered when appropriate.
drawing, below the bridge seat for stringer All geotechnical and structural concerns must
type bridges. For concrete slab and be studied prior to recommending the use of
prestressed box beam bridges this distance MSE wall designs. If stub abutments are to
should be 1'-6" [450 mm]. be supported by piling, the piling shall extend
thru the MSE embankment. Use of stub
abutments on MSE walls, whatever
foundation type used, requires approval of the
204.6 ABUTMENT TYPES
Foundation Engineer of the Office of
Structural Engineering.
Preference should be given to the use of spill-
thru type abutments. Generally for stub
204.8 PIER TYPES
abutments on piling or drilled shafts the
shortest distance from the surface of the
embankment to the bottom of the toe of the
For highway separations generally the pier
footing should be at least 4'-0" [1200 mm].
type should be cap-and-column piers.
For stub abutments on spread footing on soil,
Typically the pier cap ends should be
the minimum dimension shall be 5'-6" [1650
cantilevered and have squared ends.
mm]. For any type of abutment, integral
design shall be used where possible, see
For bridges over railroads generally the pier
Section 205.8 for additional information.
type should be T-type, wall type or cap and
column piers. Preference should be given to
Wall type abutments should be used only
T-type piers. Where a cap and column pier is
where site conditions dictate their use.
located within 25 feet [7.6 meters] from the
centerline of tracks, crash walls will be
required.

204.7 MECHANICALLY
For waterway bridges the following pier type
STABILIZED EARTH
should be used:
WALLS AT ABUTMENTS
a. Capped pile type piers; generally limited to
a maximum height of 20 feet [6 meters].
When MSE walls are proposed, approval will
For heights greater than 15 feet [4.5
be required by the Department. Approval
meters], the designer should analyze the

2-18
SECTION 200 PRELIMINARY DESIGN APRIL 2000

piles as columns above ground. Scour Proprietary Systems

depths shall be considered.
a. Doublewal
b. Cap-and-column type piers. Doublewal Corporation
59 East Main Street
c. Solid wall or T-type piers. Plainville, CT 06062
(203) 793-0295
Note that the use of T-type piers, or other pier
types with large overhangs, makes the
removal of debris at the pier face difficult to b. Genesis Walls
perform from the bridge deck. For low stream TENSAR Earth Tech., Inc.
crossings with debris flow problems and 3000 Corporate Ctr. Dr.
where access to the piers from the stream is Suite 370
limited, T-type piers, or other similar pier Morrow, Georgia 30260
types, should not be used. (404) 968-3255

For unusual conditions, other types may be

acceptable. In the design of piers which are c. Tensar Ares Retaining Wall System
readily visible to the public, appearance TENSAR Earth Tech., Inc.
should be given consideration if it does not 5775-B Glenridge Drive.
add appreciably to the cost of the pier. Suite 450
Atlanta, Georgia 30328
(404) 250-1290
204.9 RETAINING WALLS

d. Hilfiker Retaining Walls

This section defines the process that must be
T & B Structural Systems
followed to develop project plans for various
637 West Hurst Blvd.
types of retaining walls. Listed below are the
Hurst, Texas 76053
retaining wall types that can be used on
(817) 280-9858
ODOT projects.

Non-Proprietary Systems
a. Cast-In-Place Reinforced Concrete. e. Reinforced Earth Walls
b. Tied-Back Wall. The Reinforced Earth Co.
c. Drilled-In Reinforced Concrete Piers. 3884 Penbrook Lane
d. Sheet Piling. Lafayette, Indiana 47905
e. H-Piling with Lagging. (765) 449-1200
f. Cellular Retaining Wall (Bin or Crib)
g. Soil Nail Walls

2-19
SECTION 200 PRELIMINARY DESIGN APRIL 2000

f. Retained Earth proprietary wall system. All other wall

systems are used for unique situations that
Foster Geotechnical
have, for example, right-of-way and/or
Division of L. B. Foster Company
excavation limitations. These unique
1372 Old Bridge Road
situations will require that only one type of
Suite 101
retaining wall design be prepared.
Woodbridge, VA 22192
(703) 499-9818
During the preliminary retaining wall design
stage, Office of Structural Engineering and/or
Office of Materials Management,
g. T-Wall
Geotechnical Section shall determine the
Hydro-Conduit
appropriate type of wall(s) for each project. If
620 Liberty Road
proprietary walls are chosen, the Office of
Delaware, Ohio 43015
Structural Engineering and/or Office of
(800) 395-8383
Materials Management, Geotechnical Section
will select the wall companies eligible for
each wall site. The selected wall companies
The use of Genesis and T-Wall type retaining shall be invited to prepare retaining wall
walls is limited to a wall design height not plans. The proprietary wall companies may
more than 25 feet [7.6 meters] and non-critical prepare detail plans or decline to participate in
locations. The proprietary wall types that are the project. When more than one wall
approved for supporting abutments on piles or company furnishes detail plans, a cast-in-place
spread footings are Reinforced Earth, reinforced concrete wall generally will not be
Retained Earth. Tensar Ares may be used at designed.
abutment locations where the abutments are
supported on piles and the wall height is Generally the use of proprietary retaining
limited to 30 feet [9.15 meters]. walls is to be considered when the wall quant-
ity for the project exceeds 5000 square feet
Note that Hilfiker company furnishes a variety [450 square meters].
of wall types. These guidelines apply only to
their wall design referred to as "Reinforced
Soil Embankment" with precast reinforced
concrete face panels.

204.9.1 PRELIMINARY DESIGN

When a justification study or an early

determination has found that a retaining wall
is required, generally the wall will be (1) a
cast-in-place reinforced concrete wall or (2) a

2-20
SECTION 200 PRELIMINARY DESIGN APRIL 2000

204.9.2 DESIGN CONSTRAINTS elevations and an allowable bearing pressure

for each wall type to be used on the project.
For spread footing abutment alternatives
Below are some design constraints the Office design pressures for the abutment footing shall
of Structural Engineering and/or the Office of be furnished by the design agency. Upon
Materials Management, Geotechnical Section ODOT's review and selection of the wall types
consider when establishing acceptable wall at the preliminary design stage, authorization
types: for the detail design of specific wall types will
be given and the design agency shall proceed
a. Future use of the site (note that future to Detail Design.
excavations can not be made in
Mechanically Stabilized Embankments),
204.9.4 CAST-IN-PLACE
b. Deflection and/or differential settlement, REINFORCED CONCRETE
WALLS
c. Accessibility to the construction site,

d. Aesthetics, including wall textures, When a cast-in-place reinforced concrete wall

is to be designed, the design agency shall
e. Right-of-way (or other physical prepare the complete wall design.
constraints),

f. Cost (approximate cost analysis),

204.9.5 DETAIL DESIGN OF
PROPRIETARY WALLS
g. Stage construction,

h. Stability (long-term and during

The design of the wall shall be in
construction) and,
conformance with the latest edition of
"AASHTO Standard Specifications for
i. Railroad policies.
Highway Bridges" except as listed below:

a. The design shall meet all plan requirements

204.9.3 PRELIMINARY DESIGN
for the project.
APPROVAL
b. Where wall sections intersect creating an
included angle of 130 degrees or less, a
The Office of Structural Engineering and/or
vertical corner element, separate from the
the Office of Materials Management,
standard panel face, shall abut and interact
Geotechnical Section will review the
with the opposing standard panels. The
Consultant's proposed foundation design and
corner element shall have mesh
furnish the design agency final footing
reinforcement connected specifically to that

2-21
SECTION 200 PRELIMINARY DESIGN APRIL 2000

plane and shall be designed to preclude leveling pad is 3'-0" [900 mm] (minimum)
lateral spread of the intersecting panels. or the frost depth, whichever is lower.

c. The corrosion rate for the all soil rein- f. The minimum thickness of the precast
forcements and connections shall be as per reinforced concrete face panels shall be 5½
"AASHTO Section 5.8.6.1", based on a inches [140 mm].
100 year design life.
g. The yield stress for the metallic soil
reinforcement shall not exceed 65 ksi [450
Steel reinforcements shall comply with MPa]. For polymeric reinforcement the
AASHTO 5.8.6.1.1 maximum stress shall not exceed LTDS,
using AASHTO criteria.
Geosynthetic reinforcements shall comply
with AASHTO 5.8.6.1.2 and: h. The wall system (regardless of the size of
panels) shall accommodate up to one (1)
Tensar Ares geogrid percent differential settlement in the
longitudinal direction.
TULT = 9,000 (lb/ft) UX1600HS
10,800 (lb/ft) UX1700HS i. When the retaining wall is supporting a
sloping embankment or a surcharge load,
TULT = 131.3 (kN/m) UX1600HS the minimum length of the soil rein-
forcement shall be 70 percent of the
157.6 (kN/m) UX1700HS
"equivalent design height" (h) as in
AASHTO Figure 5.8.2B.
RFCR = 3.1
RFD = 1.1 j. The vertical stress at each reinforcement
RFID = 1.25 level shall be computed by considering
local equilibrium of all the forces acting
above the level under investigation. The
d. The height of the wall for design purposes
vertical stress (bearing pressure) at each
shall be measured from the top of the level-
reinforcement level shall be computed
ing pad to the top of the coping. When the
using the Meyerhof method in the same
retaining wall is supporting a sloping
manner as the bearing pressure computed
embankment or a surcharge load, the
for the base of the wall. This applies to
"equivalent design height" (h) as shown in
both extensible (polymeric) and
AASHTO Figure 5.8.2B.
inextensible (metallic) reinforcements.

e. The thickness of the unreinforced concrete k. For a Doublewal design, the lateral
leveling pad shall not be less than 6 inches pressure is computed on a vertical plane
[150 mm]. The distance to the top of the passing through the back of the heel of the
lowest module.

2-22
SECTION 200 PRELIMINARY DESIGN APRIL 2000

l. The following factors of safety shall be p. For select granular material the value for
satisfied for all proprietary walls: the angle of internal friction for design
purposes shall not exceed 34 degrees.

q. Each wall panel shall have at least two

Factor of Safety connections to soil reinforcements and the
connections shall not be vertically
Sliding > 1.25 separated by more than 2'-6" [760 mm].
Overturning > 2.0
Special design features such as parapets and
Bearing Capacity >2.5 drainage provisions, must be comparable for
Overall Stability >1.25 all wall designs.

Factor of safety for settlement will be site

specific. 204.9.6 INFORMATION PACKAGE
FOR PROPRIETARY
WALLS
m.100% of the ground reinforcement designed
and placed in the reinforced earth volume
When one or more of the proprietary wall
shall extend to and be connected to the
types have been approved as a result of the
facing element. No field cutting of
preliminary design review, the design agency
reinforcement systems to avoid piles or
shall prepare an information package
other obstacles is acceptable.
containing the following information:

NOTE TO DESIGNER OF BRIDGE: The a. Description of the site,

design of the abutments and/or wingwalls
(i.e. pile spacing) shall reflect these b. Wall location with stations and offsets,
requirements.
c. Top of wall elevations,
n. Under service loads, the factor of safety at
the connection between the face panel and d. Roadway cross-sections,
the ground reinforcement shall be 1.5 at a
½ inch [13 mm] horizontal movement of e. Safety-barrier or railing requirements,
the facing element.
f. Special coping requirements,

o. The coefficient of lateral earth pressure, ka, g. Utility accommodations,

shall be computed using Coulomb
equation. h. Drainage requirements,

2-23
SECTION 200 PRELIMINARY DESIGN APRIL 2000

i. All special design features, Proprietary wall manufacturer’s detail tracings

shall include all dimensional and reinforcing
j. Subsurface information (The proprietary details for each panel, whether standard or
wall companies must be informed of all special. Elevation sheets of the walls shall
geotechnical stability and settlement define the individual panel to be used in each
concerns), specific location. Plans shall not only include
details to construct the wall but also fabricate
k. Wall surface textures, all individual components of the wall.

l. Wall design criteria, and

204.9.8 WORK PERFORMED BY
m. Minimum footing depth (frost penetration THE DESIGN AGENCY
depth).

A copy of the information package shall be Upon receipt of the plans from the proprietary
sent to each selected wall company and one wall companies, the design agency shall be
copy must be sent to the Office of Structural responsible for the following work:
Engineering (Attn: Foundation Engineer).
The proprietary wall companies shall be given a. Check plans prepared by the wall company
three weeks to review the project and inform for conformance with all requirements.
the design agency in writing of their decision
to participate in preparation of detail plans for b. Compute all wall pay quantities. The
the project. The design agency must furnish estimated quantity for the wall in square
ODOT a copy of each wall company's feet [square meters] is measured as the
response or a statement that the wall company front face wall area within the limits of the
did not respond. beginning and ending wall stations and
from the top of the wall leveling pad to the
top of the top row of wall panels. The
204.9.7 WORK PERFORMED BY quantity for the select granular embank-
THE PROPRIETARY WALL ment material should be carefully
COMPANIES computed for each wall design. For the
purpose of determining the pay quantities
for each alternate design, a boundary must
The proprietary wall companies will design be established which encompasses all
their retaining walls and furnish detail plan portions of every alternate wall design (see
tracings and design computations to the design Figure 202). The pay quantities for all work
agency. If computer programs are used to within these limits shall be grouped with
prepare the design, the output and an example the wall pay quantities. The optional wall
hand calculation shall be furnished. All re- designs shall be defined as "Option A",
quired reinforcing steel for cast-in-place "Option B", etc. The contractor will be
concrete shall be shown on the plans. instructed to bid on only one design for
each project. See ODOT’s Location and

2-24
SECTION 200 PRELIMINARY DESIGN APRIL 2000

Design Manual, Section 1307.2.6, for shall be the designer’s responsibility to

additional information. furnish the Department similar to tracings
and proposal notes.
c. Prepare the reinforcing steel bar list and bar
marks as per ODOT standards.
205 SUPERSTRUCTURE
d. Analyze the retaining wall designs for: INFORMATION

1. Bearing capacity of the foundation

2. Sliding 205.1 TYPE OF STRUCTURES
3. Overturning
4. Total and differential settlement
5. Overall slope failure. The types of superstructure generally used in
Ohio consist of cast-in-place concrete slabs,
e. Ensure that all Mechanically Stabilized prestressed concrete box or I beams, and steel
Embankment (MSE) and Prefabricated beams or welded plate girders. Normally
Modular Wall designs are in strict shallow abutments and spill- thru slopes will
conformance with the latest "AASHTO be used. The type of superstructure used
Standard Specifications for Highway should be selected on the basis of economy as
Bridges" except as noted in Section 204.9.5 well as appearance. For special conditions
of this Manual. other types of superstructures may be
considered. Contact the Office of Structural
f. Insert the wall tracings in the project plans Engineering prior to initiating any other
and provide all applicable plan notes design.
necessary to coordinate the wall designs
with the total project.
205.2 SPAN ARRANGEMENTS
g. Indicate all required modifications to the
Special Provisions for each wall design.
(See appendix A of this manual for Special The length of a bridge will be determined by
Provisions) A master copy of the Special the requirements for horizontal clearance at
Provisions for each wall design can be grade (highway or railway) separations or by
obtained from the Office of Structural the requirements for waterway opening at
Engineering (Attn. Foundation Engineer). stream crossings. Typically for any given
Generally, the sections titled "Method of bridge, there are a number of combinations of
Measurement", "Basis of Payment" and spans and lengths of spans that can be utilized.
"Coping" require modifications pertinent to Generally a preferred span arrangement that
the specifics of the project. The final copy minimizes the number of substructure units
of the Special Provisions for each design should be used (i.e. fewer piers with longer
spans).

2-25
SECTION 200 PRELIMINARY DESIGN APRIL 2000

For grade separation structures spanning any concrete slabs the construction clearance
divided highway a two-span bridge with spill- requirements of the falsework should be
thru slopes is preferred. considered.

For waterway crossings, one or three span Standard bridge drawings are available for the
bridges are typically used. This span design of single span and three span
arrangement is preferred so that a pier is not continuous concrete slabs. The Standard
located in the middle of the waterway. If a Bridge Drawing for single span concrete slab
series of precast, three-sided structures are bridges is SB-6-94. The span ranges from 11
used to produce a multiple span structure over to 38 feet [3350 to 11 580 mm] and have a
a waterway, spread footings on soil shall not maximum skew angle of 35 degrees. The
be used to support any of the precast Standard Bridge Drawing for three span
structures. continuous concrete slabs is CS-1-93. The
spans range from 14' - 17.5' - 14' [4260 mm -
5334 mm - 4260 mm] to 44' - 55' - 44' [13 360
When a multiple span arrangement (4 spans or
mm - 16 700 mm - 13 360 mm] and have a
more) is required, preliminary cost estimates
maximum skew angle of 30 degrees. Both
should examine the most economical number
standard drawings’ reinforcing will need to be
of spans required based on total bridge costs,
re-evaluated as the design shown on the
including a substructure and superstructure
drawings is based on a live load of an HS 20
cost optimization study. Site conditions will
truck and not the HS 25 truck as required by
govern the location of substructure units with
this Manual (see Section 300).
respect to required horizontal clearances,
foundation conditions and appearance.
205.4 PRESTRESSED CONCRETE
BOX BEAMS
205.3 CONCRETE SLABS

The span limits for prestressed, side by side,

Cast-in-place concrete slabs are normally used
concrete box beams generally range from 30
where site geometry dictates a curved
to 90 feet [9 to 27 meters]. These span limits
alignment or variable superelevation and the
are based on the current design data sheets
use of prestressed concrete box beams is
with a concrete 28-day compressive strength
impractical. Since concrete slabs will
of 5500 psi [37.9 MPa], a release strength of
generally yield the least superstructure depth
4000 psi [27.6 MPa] and an HS 20 truck.
they should be considered when vertical
Prestressed box beams of up to 120 foot spans
clearance is limited. For stream crossings
[36 meters] have been designed using 10,000
where flood waters often inundate the
psi [68.9 MPa] concrete and larger diameter
structure, a concrete slab should be
strands. Concrete strengths up to 7000 psi
considered. When using cast-in-place
[48.3 MPa] may be used in the design of box
beams without the approval of the Office of

2-26
SECTION 200 PRELIMINARY DESIGN APRIL 2000

Structural Engineering. For higher than 4 percent. The combined deck grade, Cg,
compressive strengths, the designer should should be computed by the following
receive approval prior to the detail design. equation:
Release strengths should be limited to 5000
psi [34.5 MPa]. Cg = [transverse deck grade2 + roadway
grade2]1/2
The maximum allowable skew angle is 30
For a normal transverse deck grade horizontal
degrees. For rare occasions where the skew is
to vertical of 3/16 inch per foot [1 to 64 (1.56
between 30 and 45 degrees, box beams may
percent)], the maximum roadway grade would
be considered, but approval shall be obtained
be 3.68 percent or less for non-composite
from the Office of Structural Engineering. For
design. Where the combined deck grade is
all four lane divided highways or where the
greater than 4 percent or the deck drainage is
design ADTT (one way) is greater than 2500,
confined to the bridge deck by a parapet, curb,
prestressed box beam superstructures shall not
etc., a composite design should be used.
be used. Box beams may be used on curved
alignment where the mid-ordinate is 6 inches
[150 mm] or less, as long as the required
205.5 PRESTRESSED CONCRETE
bridge width is provided. The maximum
I BEAMS
asphalt wearing surface thickness for a non-
composite designed box beam bridge shall be
8 inches [200 mm]. For multiple span bridges,
individual span lengths may vary but the pro- The span limits for prestressed concrete I-
posed box beam depth should be constant. beams (AASHTO Type II, III, IV, and
Modified Type IV) generally range from 60 to
125 feet [18 to 38 meters]. The shapes are to
The designer and checker shall consider the
conform to Standard Bridge Drawing PSID-1-
site limitations for practical hauling. While
99. Generally, the economical beam
weight of a precast bridge member may be a
spacings are between 6.5 and 8 feet [2000 and
limiting factor, length and capability to reach
2400 mm] for the shapes shown on the
the jobsite with the members may also be a
standard bridge drawing. Cast-in-place
restriction. Gross vehicle weights (vehicle
concrete decks compositely designed shall be
plus load) exceeding 120,000 pounds [54 400
used. The transportation and weight
kilograms] require special hauling permits.
requirements listed for box beams will also
The vehicle available for highway
apply for I-beams.
transportation of heavy members generally
weigh between 35,000 and 40,000 pounds [16
000 and 18 000 kilograms]. Standard Bridge Drawing PSID-1-99 allows
28-day concrete strengths up to 7000 psi [48.3
MPa] and release strengths up to 5000 psi
Non-composite boxbeam designs should be
[34.5 MPa]. Design concrete strengths or
used where over the side drainage is provided
beam sections other than those shown in the
and where the combined deck grade is less
standard drawing are not allowed unless

2-27
SECTION 200 PRELIMINARY DESIGN APRIL 2000

authorized by the Office of Structural While constant depth plate girders can be used
Engineering. Straight strand, debonded in the same range as rolled beams, they are
designs and draped strand designs are allowed. generally not as cost effective as rolled beams
Debonded straight strand designs allow for for the same span lengths. Haunched girders
maximum bidding competitiveness between over the intermediate substructure units
prestress fabricators. Refer to Section 300 of should be considered for spans greater than
this Manual for the preferred methods to 300'-0" [90 meters] or where economics
relieve excessive tensile stresses. warrant their use. Selections of any steel
members should be based on an overall cost
analysis of the structure.
Prestressed I-beam highway bridges should
have a minimum of 4 stringer lines.

Prestressed I-beam bridges over highway Stringer type Span length

crossings are acceptable. Rolled beam up to 115' [35 m]
Constant Depth 100' - 300'
205.6 STEEL BEAMS AND Girder [30 - 90 m]
GIRDERS Haunched Girder > 300' [90 m]

For spans greater than 60 feet [18 meters],

Generally the minimum economical beam
rolled beams, up to and including the 40 inch
spacing for rolled beams is 8'-0" [2450 mm].
[1000 mm] depth, or welded plate girders
For plate girders a minimum spacing of 9'-0"
should be considered. Continuous spans shall
[2750 mm] is generally recommended.
be used for multiple span bridges. The ratio
of the length of the end spans to the
intermediate spans usually should be 0.7 to In order to facilitate forming, deck slab
0.8. The latter ratio is preferred because it overhangs should not exceed 4'-0" [1200
nearly equalizes the maximum positive mm]. On over the side drainage structures,
moment of all spans. Integrally designed the minimum overhang shall be 2'-3" [700
structures may have end span ratios of as low mm]. Where scuppers are required for bridge
as 0.6. For multi-span, composite designed, deck drainage, the overhang shall be 1'-6"
rolled beams, the maximum intermediate span [450 mm].
is generally around 115 feet [35 meters]. For
single span, composite designed, rolled Steel rolled beam or girder highway bridges
beams, the maximum span is generally around should have a minimum of 4 stringer lines.
100 feet [30 meters].

2-28
SECTION 200 PRELIMINARY DESIGN APRIL 2000

ASTM A588[M]/A709[M] 50W should be Composite design should be used as a method

selected wherever possible as it eliminates the of increasing load carrying capacity of
need for a coating system and the maintenance existing beams or girders when replacing the
associated with a coating system. See Section concrete deck of a bridge which was originally
300 of this Manual. designed and constructed non-composite.

The Strength Design Method (i.e. Load Factor

If a steel structure requires a coating system,
Design) is preferred over the Service Load
the steel should be ASTM A572[M]/A709[M]
Design Method (i.e. Allowable or Working
50. A coating shall be specified. See Section
Stress Design). If a designer determines that
300 of this Manual.
an existing superstructure is structurally
deficient based on the Service Load Design
For more information on steel materials, see Method, the designer shall re-analyze the
Section 300 of this Manual. structure based on the Strength Design
Method before opting for a total
For bridges with significant substructure costs, superstructure replacement.
the difference in dead loads between the steel
superstructure versus a concrete superstructure 205.8 INTEGRAL DESIGN
should be considered in the preliminary cost
estimates for choosing the most economical
structure type. Integral construction involves attaching the
superstructure and substructure (abutment) to-
For rehabilitation of steel beam or girder gether. The longitudinal movements are
superstructures, the fatigue analysis will need accommodated by the flexibility of the abut-
to be completed and the tables of results for ments (capped pile abutment on single row of
Methods A and B, defined in Section 400 of piles regardless of pile type). These abutment
this Manual, included in the preliminary designs are appropriate for bridge expansion
submittal package. lengths up to 250 feet [75 meters] (400 feet
[125 meters] total length, assuming 2/3
movement could occur in one direction) and a
205.7 COMPOSITE DESIGN maximum skew of 30 degrees. See Figure 203
for further criteria. The superstructure may be
structural steel, cast-in-place concrete, pres-
Composite design of concrete slab on steel tressed concrete boxbeam or prestressed-I
beams or girders shall be used when the beams. Integral design shall be used where
resulting design is more economical than a practical. This design should be used for
non-composite design. The preliminary uncurved (straight beams) structures and at
designs shall be in sufficient detail to permit sites where there are no concerns about
an adequate cost comparison. settlement or differential settlement. See
Figure 203 for additional limitations. An
example of an integral design can be found in

2-29
SECTION 200 PRELIMINARY DESIGN APRIL 2000

the figures portion of Section 300 of this On rehabilitation projects, preference should
Manual. There is a standard bridge drawing be given to using expansion bearings at all
available that establishes details for integral piers. However, this is not meant to be used
abutment designs. as a blanket statement to automatically and
blindly replace the existing bearings. If an
existing pier has a fixed bearing, the pier will
The limitations previously discussed are
need to be analyzed for the new, additional
basically for steel superstructures. If a
loading that results from the 2/3 movement
concrete superstructure is being proposed,
assumption. The load will be proportional to
longer structure lengths may be investigated.
the distance from the pier to an abutment. The
The designer should contact the Office of
fixed bearing will not be the thermal neutral
Structural Engineering to discuss the specifics
point as was assumed in the original design.
of both the site and design requirements, and
to get approval, prior to finalizing the
preliminary design.
205.9 SEMI-INTEGRAL DESIGN

The expansion length, at the abutment, is

considered to be two-thirds (2/3) of the total Semi-integral design should be considered and
length of the structure. On new structures, all is preferred to abutments with a deck joint.
pier bearings should be expansion bearings. These abutment designs are appropriate for
The pier expansion bearings are designed bridge expansion lengths up to 250 feet [75
proportionally (by distance) to the assumption meters] (400 feet [125 meters] total length,
that the 2/3 movement could occur at one of assuming 2/3 movement could occur in one
the abutments. direction). Generally there are no skew
limitations. The foundation for these designs
If unsymmetrical spans (from a thermal must be stable and fixed in position. These
neutral point viewpoint) are used, either all designs are not applicable when a single row
pier bearings are to be expansion or piers with of piles is used. The expansion and
fixed bearings are to be designed for the contraction movement of the bridge super-
forces induced by unbalanced thermal structure is accommodated between the end of
movements. the approach slab and the roadway. This
design should be used for uncurved (straight
beams) structures and at sites where there are
The use of a fixed pier (i.e. fixed bearings),
no concerns about settlement or differential
regardless of structural rigidity, does not allow
settlement. An example of a semi-integral
an increase in bridge length nor does it reduce
design can be found in the figures portion of
the 2/3 movement assumption. Depending on
Section 300 of this Manual.
its distance from the abutments, the pier will
need to be designed for a portion of the
movement from the superstructure. Spread footings may be appropriate for semi-
integral abutments but settlement needs to be
evaluated and approval for their use should be

2-30
SECTION 200 PRELIMINARY DESIGN APRIL 2000

received from the Foundation Engineer, If unsymmetrical spans (from a thermal

Office of Structural Engineering. neutral point viewpoint) are used, either all
pier bearings are to be expansion or piers with
To utilize this design, the geometry of the fixed bearings are to be designed for the
approach slab, the design of the wingwalls, forces induced by unbalanced thermal
and the transition parapets if any must be movements
compatible with the freedom required for the
integral (beams, deck, backwall and approach The use of a fixed pier (i.e. fixed bearings),
slab) connection to translate longitudinally. regardless of structural rigidity, does not allow
The expansion and contraction movements of an increase in bridge length nor does it reduce
the bridge superstructure will be transferred to the 2/3 movement assumption. Depending on
the end of the approach slabs, see Section its distance from the abutments, the pier will
209.6, Pressure Relief Joints. need to be designed for a portion of the
movement from the superstructure.
There is a standard bridge drawing available
that establishes details for semi-integral On rehabilitation projects, preference should
abutment designs. be given to using expansion bearings at all
substructure units. However, this is not meant
The limitations previously discussed are to be used as a blanket statement to
basically for steel superstructures. If a automatically and blindly replace the existing
concrete superstructure is being proposed, bearings. If an existing pier has a fixed
longer structure lengths may be investigated. bearing, the pier will need to be analyzed for
The designer should contact the Office of the new, additional loading that results from
Structural Engineering to discuss the specifics the 2/3 movement assumption. The load will
of both the site and design requirements, and be proportional to the distance from the pier to
to get approval, prior to finalizing the an abutment. The fixed bearing will not be
preliminary design. the thermal neutral point as was assumed in
the original design.

The expansion length, at the abutment, is

considered to be two-thirds (2/3) of the total
length of the structure. On new structures, all
pier bearings should be expansion bearings. 206 REHABILITATION PROJECTS
The abutment bearings shall always be
expansion bearings and be designed for the
assumption that the 2/3 movement could Preliminary design submittals for all bridge
occur at one of the abutments. The pier rehabilitation projects shall have a General
ex pansion bearings are des i gn ed Plan. A Site Plan is required where bridge
proportionally (by distance) to the abutment deck widening is proposed and widening
design length. involves the existing substructure or
earthwork is to be performed. For

2-31
SECTION 200 PRELIMINARY DESIGN APRIL 2000

rehabilitation projects involving roadway bridge profiles. Composite design should be

elevation changes a General Plan sheet is used as a method of increasing load carrying
required. capacity of existing beams or girders when
replacing the concrete deck of a bridge which
For all rehabilitation projects an "Existing was originally designed and constructed non-
Structure" data block and a "Proposed Struc- composite. Also see Section 205.7.
ture" data block shall be provided. These
standard data blocks provide a quick reference When a rehabilitation alternate involves
and documentation of proposed design salvaging existing concrete members, cost
changes. The first item in the "Proposed overruns should be anticipated and included in
Structure" data block should be "Proposed the preliminary cost estimates. See Section
Work" followed by a brief description of the 400 of this Manual for additional
type of work to be done (for example: new rehabilitation information.
composite reinforced concrete deck, new
superstructure on existing substructure, or new
superstructure on widened substructure). 207 BRIDGE GEOMETRICS
Provide a relatively thorough description (list
of work) of the type of work to be done within
a plan note entitled "Proposed Work" and 207.1 MINIMUM VERTICAL
include this note on the sheet containing the CLEARANCE
General Plan.

Overlay projects should not require a site plan Vertical Clearances for grade separation
but the general plan should define all structures shall meet the preferred clearances
necessary information. specified in ODOT’s Location and Design
Manual, Section 302, unless specifically
A typical section should be furnished to show lowered by the scope of services or contract
proposed design changes. Sketches of any criteria.
proposed substructure modifications should
also be provided. Preliminary design
submittals for rehabilitation projects shall 207.2 BRIDGE
include color photographs of the portions of SUPERSTRUCTURE
the existing structure to be salvaged. To
substantiate the proposed salvage decision, all
areas of rehabilitation shall be identified by Bridge superstructure widths shall be
field investigation. established in accordance with ODOT’s
Location and Design Manual, Section 302,
For deck replacement projects, existing unless specified in the scope of services or
structural steel stringer elevations shall be contract criteria.
obtained (field verified) in order to establish
proposed deck slab depths and the proposed

2-32
SECTION 200 PRELIMINARY DESIGN APRIL 2000

207.3 LATERAL CLEARANCE ground in case of capped-pile construction.

This applies particularly where piles are to be
driven. It is desirable to avoid the difficulty
Divided highways having four or more lanes and expense of removing deep underground
crossing under an intersecting highway shall portions of the existing substructure and to
be provided with a minimum lateral clearance avoid the resultant disturbance of the ground.
of 30 feet [9000 mm] from the edge of
traveled lane to the point where the 2:1 back Where existing substructure units are shown
slope intersects the radius at the toe of the 2:1 on the Site Plan the accuracy of the locations
slope. Refer to ODOT’s Location and Design and extent should be carefully drawn. The
Manual, Figure 307-2. To satisfy cost existing substructure configuration should be
considerations or in order to maintain the typi- shown based on existing plans or field verified
cal roadway section (including roadway ditch) dimensions, otherwise just a vertical line
of the underpass through the structure, for showing the approximate face of the abutment
four or more lane highways, wall abutments or or pier widths should be shown.
the 2:1 slope of typical two-span grade Misrepresentation of the location of the
separation structures may be located farther existing substructure units has resulted in
than 30 feet [9000 mm] from the near edge of expensive change orders during construction.
traveled lane. Existing english dimensions which have been
soft converted into metric, in millimeters,
Lateral clearances for other roadway should be labeled as (+/-) plus or minus.
classifications shall be established in
accordance with ODOT’s Location and
Design Manual, Section 302, unless specified 207.5 BRIDGE STRUCTURE,
in the scope of services or contract criteria. SKEW, CURVATURE AND
SUPERELEVATION

207.4 INTERFERENCE DUE TO

During Line, Grade and Typical (LG&T)
EXISTING SUBSTRUCTURE
development the location of the structure
should be studied to attempt to eliminate the
presence of excessive skew, curves or extreme
Where a new pier or abutment is placed at the
superelevation transitions within the actual
location of an existing pier or abutment the
bridge limits.
usual "Removal" note (and also the text of
CMS 202.03) calls for sufficient removal of
the old pier or abutment to permit construction
of the new. However, a new pier or abutment
preferably should not be located at an existing
pier or abutment where the existing masonry
may extend appreciably below the bottom of
the proposed footing, or appreciably below the

2-33
SECTION 200 PRELIMINARY DESIGN APRIL 2000

208 MAINTENANCE OF a. The existing superstructure and

TRAFFIC substructure layout with overall dimensions
(field verified) and color photographs.

208.1 TEMPORARY b. Type of temporary railing or barrier and

STRUCTURES anchorage (if necessary) to superstructure.

c. Proposed temporary lane widths, measured

During the preliminary design stage the profile as the clear distance between temporary
grade, alignment and width of the temporary barriers, shall be shown. A temporary
structure should be established and shown on single lane width of 11'-0" [3350 mm] or
the Site Plan. All other preliminary design greater is preferred; 10'-0" [3000 mm] is
parameters must be determined in conjunction the minimum allowable. Minimum
with the development of the preliminary preferred lateral clearance from edge of
design. See Section 500 of this Manual, lane to barrier is 1'-6" [500 mm] (ODOT’s
Temporary Structures, for details. Location and Design Manual section
502.14) but Section 502.22 of the L & D
manual, allows this lateral distance to be
amended for specific sites and conditions.
208.2 STAGE CONSTRUCTION The designer should assure at the LG&T
that lane and lateral clearance requirements
are evaluated versus effects of phased
The various components of the bridge stage construction on a bridge structure.
construction shall match those of the approach
roadway and the nomenclature used to identify d. Sufficient details should be provided to
the various stages (phases) of construction determine the clearance between existing
shall be the same for the roadway and the and proposed construction stages. Check
bridge (Stage 1 and Stage 2, Phase 1 and for clearances to temporary sheeting if
Phase 2, etc.). required for the abutments.

A transverse section(s) defining all stages of e. The existing structure should be evaluated
removal and construction should be provided to determine where the cut-line can be
with the preliminary design submittal. Plan made to provide structural adequacy. Cut
views and preliminary working drawings shall lines through stone substructures should be
be provided to ensure constructability. The carefully evaluated to maintain structural
following additional information should also integrity through staged removals.
be provided with the preliminary design Temporary shoring may be required and
submittal: should be considered.

2-34
SECTION 200 PRELIMINARY DESIGN APRIL 2000

f. Superelevated deck sections (existing and perpendicular to the abutments when the skew
new) may need temporary modifications to angle was equal to or greater than 20 degrees.
the slope of the deck and/or shoulder in This angle was revised to 25 degrees in 1931,
order to accommodate the traffic from the 30 degrees in 1933 and finally 35 degrees in
phase construction. The designer is to 1946. The standard drawing in 1973 required
make this determination during the the main reinforcement to be parallel with the
preliminary design phase and add centerline of roadway regardless of skew
additional details and/or notes as necessary. angle.
Structural members may require additional
structural analysis to insure their adequacy If the skew angle of the bridge is equal to or
and that no damage to the member will greater than the angles listed above for the
occur. year built, a temporary longitudinal bent will
have to be designed to support the slab where
it is cut or if possible locate the cutline
g. When determining the width of the closure parallel to the reinforcing if sufficient room
pour (see Section 300 of this Manual), the exists. For example a bridge built in 1938
designer is to investigate the economics of with a 25 degree skew does not require a bent,
using the lap splices versus the use of however a bridge built in 1928 with a 25
mechanical connectors. Any necessary degree skew does require a bent to be
structure modifications should be included designed.
in the cost estimate. The cost estimate
should be included with the preliminary Existing exposed reinforcing steel may be
design submission. The designer should used to confirm the direction of the reinforc-
note that the use of lap splices is preferred ing steel.
and recommended. A reduced closure
width may cause transition problems in the
When utilizing semi-integral construction, the
finishing of the bridge deck surface when
stability of the new part-width superstructure
bringing the various phases of construction
is to be considered. There exists the potential
together.
of the superstructure to move laterally either
from the effects of the traffic using the new
Early standard drawings called for the main deck or the lateral earth pressure against the
reinforcement to be placed perpendicular to approach slab. See Standard Bridge Drawing
the abutments when the skew angle became “SEMI-INTEGRAL CONSTRUCTION
larger than a certain value. This angle has DETAILS” for more information.
been revised over the years as new standard
drawings were introduced.
208.3 TEMPORARY SHORING
Concrete single span slab bridges should be
screened according to the following criteria:
Whenever shoring is required to support a
Prior to 1931 the slab bridge standard drawing roadway where traffic is being maintained and
required the main reinforcement to be placed the height of the retained earth will be over

2-35
SECTION 200 PRELIMINARY DESIGN APRIL 2000

eight foot [2.5 meters], the Design Agency e. Where sufficient embedment can not be
shall be required to provide a temporary attained by driving sheet piling because of
shoring design with details provided in the the location of shallow bedrock, predrilled
plans and feasibility studied during the holes into the bedrock with soldier "H"
preliminary design stage. piles and lagging should be considered.

For projects involving Railroads, the For cuts greater than 12-15 feet [3.5-4.5
requirements will be different as each railroad meters], the "H" piles may need to be
company has their own specific requirements. anchored.
The Design Agency is responsible for
contacting the responsible railroad and f. The highway design live loading should be
obtaining the specific requirements for design equal to two feet [600 mm] of equivalent
and construction. soil height as a surcharge.

g. The following items at a minimum should

Following are some conceptual ideas for the
be shown on the detail plans:
design of temporary shoring:
• Minimum section modulus
a. A cantilever sheet pile wall should
generally be used for excavation up to
• Top and minimum bottom elevation of
approximately 12 feet [3.5 meters] in
shoring
height. Design computations are necessary.
• Limits of shoring
b. For cuts greater than 12 feet [3.5 meters] in
height, anchored or braced walls will
• Sequence of installation and/or operations.
generally be required.
• Method of payment
c. For anchored walls, the use of deadmen is
preferred. Braced walls using waler and
• If bracing or tiebacks are required, all
struts can sometimes be braced against
details, connections and member sizes shall
another rigid element on the excavated
be detailed.
side.
• A general note in plans allowing a
The use of soil or rock anchors(tiebacks) is
Contractor designed alternate for temporary
generally the last option considered in the
shoring.
design of anchored walls.

d. The use of steel "H" piles with lagging is

also a practical solution for some sites.
Please note that some railroad companies
allow only interlocking steel sheet piling
adjacent to their tracks.

2-36
SECTION 200 PRELIMINARY DESIGN APRIL 2000

209 MISCELLANEOUS D. When the roadway break point is located

at the edge of pavement (adjacent shoulder
width is equal to or greater than eight feet
209.1 TRANSVERSE DECK [2.4 meters]), a five foot [1.5 meter]
SECTION WITH rounding distance from the edge of
SUPERELEVATION pavement onto the shoulder is used to
transition from the bridge cross slope to the
½ inch per foot [0.04] shoulder cross slope.
If the change in cross slope at the See “CASE d” in Figure 205.
superelevation break point is less than or
equal to 7 percent, then no rounding is The transition from the roadway approach
required. For changes greater than 7 percent transverse section to the bridge deck
the bridge deck surface profile shall be as transverse section is to take place within the
follows: limits of the approach slab, whenever
possible. On bridges with high skews, it may
A. When the roadway break point is located not be possible to do the transition within
between roadway lanes (not at the edge of these limits and other alternatives will need to
pavement) the bridge cross slope is to be investigated during the early development
extend to the toe of parapet. See “CASE of the roadway Line, Grade and Typical
a” in Figure 204. Section.

B. When the roadway break point is located For decks with over the side drainage, the
at the edge of pavement (adjacent shoulder treatment of the deck and the shoulder slopes
width is less than four feet [1.2 meters]), shall be as described in subsections A through
the bridge cross slope is to be continued D above except that the slope shall continue to
past the break point to the toe of deflector the edge of the deck.
parapet. See “CASE b” in Figure 204.

C. When the roadway break point is located 209.1.1 SUPERELEVATION

at the edge of pavement (adjacent shoulder TRANSITIONS
width is equal to or greater than four feet
[1.2 meters] and less than eight feet [2.4
meters]), a four foot [1.2 meter] rounding Because of the complexities associated with
distance from the edge of pavement onto superelevation transitions on bridge
the shoulder is used to transition from the superstructures(i.e. beam and girder
bridge cross slope to the ½ inch per foot cambering, crossframe fabrication, deck form
[0.04] shoulder cross slope. See “CASE construction, slip forming of parapets, etc.) all
c” in Figure 205. reasonable attempts should be made to keep
such transitions off of bridge decks. Where
transitions must be located on bridge decks,
preferably, the transitions should be straight.

2-37
SECTION 200 PRELIMINARY DESIGN APRIL 2000

An example of a transition diagram is shown 209.3 BRIDGE DECK DRAINAGE

in Figure 206. A table with the information
shown in Figure 206 is also acceptable.
Where this is not practicable, then transition’s The preferred minimum longitudinal grade of
discontinuities should be smoothed by the bridge deck surface, when using concrete
inserting 50 foot [15 meter] roundings at each parapets, is 0.3 %, whenever possible.
discontinuity.
The number of scuppers used for collecting
the deck surface drainage should be
209.2 BRIDGE RAILINGS minimized or eliminated if possible. The
allowable spread of flow, which is used to
help determine the need for scuppers, can be
All bridge structures on the National Highway computed by the procedures as described in
System (NHS) or the State System require the Section 1103 of the ODOT Location and
use of crash tested railing meeting the loading Design Manual. Scuppers when provided,
requirements of TL-3 as defined by NCHRP should preferably be located inside the fascia
report 350. The requirement for the NHS beam.
became effective October 1, 1998.
Drainage collection systems should be sloped
as steeply as practical, generally not less than
For structures with over the side drainage on 15 degrees. The system should have a
the National Highway System, Twin Steel minimum bend radius of 18 inches [450 mm],
Tube Bridge Guardrail, Standard Bridge no 90 degree bends, adequate pipe supports
Drawing TST-1-99 should be used. and cleanouts at the low ends of runs. The
cleanout plugs should be easily and safely
Over the side drainage shall not be used for accessible. The necessary deck drainage
bridges over highways and railroads. For four outlet locations should be considered during
lane divided highways concrete deflector the preliminary design phase.
parapets shall be used. For bridges with
heights of 25 feet [7.6 meters] or more above Scuppers with drainage collection systems
the lowest groundline or normal water, should be placed as closely as possible to the
concrete deflector parapets should be used. substructure unit which drains them.
Uncollected scupper downspouts should be as
Refer to Section 300 of this Manual for vandal far away from any part of the structure as
protection fencing requirements. possible.

When the deck drainage is to flow off the ends

of the bridge, provisions must be made to
collect and carry away this run-off. Where the
pavement flow from the deck is no more than
0.75 ft3/s [0.021 m3/s], a sodded flume, as

2-38
SECTION 200 PRELIMINARY DESIGN APRIL 2000

shown on Standard Construction Drawing bridges over city streets not covered by
DM-4.1M, should be provided. Six feet [2 pavement or sidewalk. Drainage discharge
meters] of excelsior matting shall be placed on from the bridge should be checked to ensure
each side of the flume. On grade separation that discharge is not crossing sidewalks, etc.
structures with 2:1 approach embankment so that ice, dirt and debris build-ups are pre-
slopes and where the pavement flow from the vented.
deck exceeds 0.75 ft3/s [0.021 m3/s], an
integral curb shall be provided on the On spill-thru slopes under grade separation
approach slab with a standard catch basin structures, areas that are not protected by
located off the approach slab in lieu of the concrete slope protection, shall be protected
sodded flume. The catch basin should be a by crushed aggregate material as provided in
Catch Basin No. 3A, as shown on Standard CMS 601.05.
Construction Drawing CB-2.2M. A properly
sized conduit (Type F, 707.05 Type C) shall The slope protection, either concrete or rock,
be used to provide an outlet down the shall extend from the face of the abutment
embankment slope and the outlet shall be down to the toe of the slope and shall extend
armored to prevent erosion. in width to 3 feet [1 meter] beyond the outer
edges of the superstructure, except that at the
acute corners of a skewed bridge the outside
For bridges that have deck joints consisting of
edge of the slope protection shall intersect the
finger joints or sliding plates with a trough
actual or projected face of the abutment 3 feet
collector system scuppers should be
[1 meter] beyond the outer edge of the
considered near the joint to minimize the
superstructure and shall extend down the
amount of deck drainage flow across the joint.
slope, normal to the face of the abutment, to
the toe of the slope. The base of the slope
For bridges that have over the side drainage a
protection shall be toed in. Note that the
stainless steel drip strip should be provided to
natural vegetation on the slopes when shaded
protect the deck edge and beam fascia from
by a new structure will die out. For this case
the deck surface run-off.
additional slope protection should be
considered.
209.4 SLOPE PROTECTION
209.5 APPROACH SLABS
For structures of the spill-thru type where
pedestrian traffic adjacent to the toe of the
Approach slabs should be used for all ODOT
slope is anticipated or the structure is located
bridges. In general the length of the approach
in an urban area within an incorporated city
slab should be based on various factors such
limit, the slope under the structure shall be
as the extent of the new embankment (limit
paved with Concrete slope protection, CMS
the length where the bridge replacement will
601.06. Consideration of slope protection
be on existing embankments), the ability to
should be given to all areas under freeway
span the embankment, skew of the bridge and

2-39
SECTION 200 PRELIMINARY DESIGN APRIL 2000

design average daily traffic. Thirty foot [9000 209.7 AESTHETICS

mm] or longer approach slabs shall have
special embankment considerations. For four
lane divided highways on new embankment, Each structure should be evaluated for
25 foot [7600 mm] minimum (normal to the aesthetics. Normally it is not practical to
abutment) approach slabs shall be used. Refer provide cost premium aesthetic treatments
to the approach slab standard bridge drawing without a specific demand, however careful
for details. attention to the details of the structure lines
and forms will generally result in a pleasing
Roadway plans should provide detail drawings structure appearance.
for approach slabs which differ from standard
approach slab drawings, such as approach Some basic guidelines that should be
slabs which are tapered, having a non-uniform considered are as follows:
width, or other such variation. These detail
drawings should be submitted to the a. Avoid mixing structural elements, for
Department for review during the detail example concrete slab and steel beam
design review stage. superstructures or cap and column piers
with wall type piers.

209.6 PRESSURE RELIEF JOINTS b. In general, continuous superstructures shall

be provided for multiple span bridges.
Where intermediate joints cannot be
Type A pressure relief joints shall be specified avoided, the depth of spans adjacent to the
when the approach roadway pavement is rigid joints preferably should be the same. Avoid
concrete and shall be placed at the end of the the use of very slender superstructures over
approach slab. Where a pressure relief joint is massive piers.
placed (specified) at the end of the approach
slab, the dowels shown at that location on c. Abrupt changes in beam depth should be
Standard Bridge Drawing AS-1-81 are not avoided when possible. Whenever sudden
required and a plan note should be provided to changes in the depth of the beams in
eliminate the use of those dowel bars. adjacent spans are required, care should be
taken in the development of details at the
pier.
The pressure relief joints are detailed on
Standard Construction Drawing BP-2.3 (dated d. The lines of the structure should be simple
4/29/99), “Pressure Relief Joint Type A”. and without excessive curves and abrupt
changes.

e. All structures should blend in with their

surroundings.

2-40
SECTION 200 PRELIMINARY DESIGN APRIL 2000

One of the most significant design factors The use of formliners and/or coloring of the
contributing to the aesthetic quality of the concrete should be evaluated on a cost basis
structure is unity, consistency, or continuity. and submitted as part of the preliminary
These qualities will give the structure an structure costs that are used in the selection of
appearance of a design process that was structure type decision. The costs are to be
carefully thought out. included with the preliminary design
submission.
The aesthetics of the structure can generally
be accomplished within the guidelines of
design requiring only minimum special 209.8 RAILWAY BRIDGES
designs and minor project cost increase. As
special situations arise preliminary concepts
and details should be developed and For railway overpasses the specific
coordinated with the Office of Structural requirements of the railway company involved
Engineering. need to be addressed. The design and
operational requirements of the railway
If formliners are being considered, the depth companies will vary from railway line to
of the projections should be as deep as railway line and between companies. Some of
possible in order to have the desired visual the common railway concerns are as follows:
effect. Using shallow depths, such as ¼" to
½" [6 to 13 mm], provides very little, if any, 1. horizontal and vertical clearances for
visual effect (relief) when viewed from a both the proposed design and during
distance. The depth of the formliner shall not construction,
be included in the measurement of the
concrete clear cover. 2. the constructability of the substructure
units adjacent to their tracks,
The use of colored concrete, where the color
is integral with the concrete mix, should 3. allowing adequate clearances for drain-
generally not be used since the final visual age ditches and access roads that are
appearance of the concrete is not uniform. parallel to their tracks,
The color varies greatly due to the aggregate,
cement type, cement content and the curing of 4. location of railway utilities, and
the concrete. None of these items are
reasonably controlled in the field to a 5. provisions for crash walls on piers.
sufficient enough degree to insure a uniform
final appearance. If color is required, a Consideration for providing future tracks and
concrete coating should be used which will the possibility of track abandonment should be
not only produce the required color but will investigated. All submissions are to be made
also provide the necessary sealing of the in accordance with the Department’s review
concrete as required in Section 300 of this process. Railway submissions shall be made
Manual. as directed by the District planning
administrator. The guidelines of the individu-

2-41
SECTION 200 PRELIMINARY DESIGN APRIL 2000

al railway company may be requested thru the clear any battered piles, elevation of bedrock,
District’s designated rail transportation etc.) and whether the proper lengths can be
coordinator. provided to retain the railway tracks. The
design should be such that no settlement of the
Generally if a steel superstructure is proposed tracks is allowed. Interlocking sheet piling of
over the railway the type of steel should be cantilever design is preferred. It may be
ASTM A588[M]/A709[M] 50W steel. appropriate to leave the temporary shoring in
Bridges located in urban areas or which have place after construction.
sidewalks located on the bridge should include
protective fencing. Preferably drainage from The minimum vertical clearance from the top
the bridge should be collected in drain pipes of rail should be 23'-0" [7.0 meters]. The
and drained away from the railway right of point of minimum vertical clearance should be
way. No drains shall be allowed to drain on measured (calculated) from a point six feet
the railroad tracks or roadbed. [1.8 meters], measured horizontally, from the
centerline of tracks measured level with the
top of the high rail. The horizontal clearances
Where piers are located within 25'-0" [7.6 vary between railway companies and need to
meters] of the centerline of tracks or if be addressed for each specific site. Minimum
required by an individual railroad, a crash wall construction clearances shall at least be 14'-0"
shall be provided unless a T-type or wall type [4.25 meters] horizontal, measured from
pier is used. Crash walls should have a centerline of tracks, and 22'-0" [6.7 meters]
minimum height of 10 feet [3.1 meters] above vertical, measured six feet [1.8 meters] from
the top of rail, except where a pier is located centerline of tracks, wherever possible.
within 12 feet [3.6 meters] of the centerline of
tracks and in that instance the minimum
height should be 12 feet [3.6 meters] above 209.9 BICYCLE BRIDGES
the top of rail. The crash wall shall be at least
2'-6" [760 mm] thick. For a cap and column
pier the face of the wall shall extend 12 inches
Reference should be made to ODOT’s most
[300 mm] beyond the face of the columns on
current design guidelines and Section 300 of
the track side. The designer should note that
this Manual. The current design guidelines
this requirement does not automatically
can be obtained from ODOT’s Division of
require a crash wall thickness greater than the
Multi-Modal Planning and Programs,
minimum. The crash wall should be anchored
Bicycle/Pedestrian Program ((614) 644-7095).
to the footings and columns.
For new structures generally the minimum
bridge width should be the same as the width
When temporary shoring details are required of the paved bicycle path and approach
for construction of substructure units adjacent shoulders. A minimum transverse slope of
to railway tracks, details shall be included in 1/4 inch per foot [0.021)] sloped in one
the plans. When considering excavation for direction should generally be used. Bicycle
substructure units, address whether sheet railings should be a minimum of 4'-6" [1370
piling can be driven (avoid existing footing, mm] high. A smooth rub rail should be

2-42
SECTION 200 PRELIMINARY DESIGN APRIL 2000

provided at a height of 3'-6" [1065 mm]. For 209.11 SIDEWALKS ON BRIDGES

the design of the railing refer to AASHTO
Section 2.7.2. If an occasional maintenance
vehicle is going to use the bridge, the railing Sidewalks should be provided where
should only be designed as a bicycle railing. significant pedestrian traffic is anticipated
The type of bridge deck joints used should be and/or the approach roadway has sidewalks or
bicycle safe. requires provisions for future sidewalks. The
width of the bridge sidewalk is generally the
width of the approach sidewalk plus 12 inches
If a timber deck is used, a 1½ inch [38 mm] [300 mm], with the widths typically between
minimum thickness of Item 448, Asphalt 5 and 6 feet [1500 and 1800 mm] wide.
Concrete Surface Course, Type 1, PG64-22,
shall be applied in order to provide an
An 1/4 inch per foot [0.021] cross slope
abrasive skid resistant surface. Other
should be provided to drain the sidewalk
alternative surfaces may be used if approved
towards the curbline. The sidewalk height
by the Department.
shall be 8 inches [203 mm] on the bridge,
tapering down to the approach curb height
within the length of the approach slab.
209.10 PEDESTRIAN BRIDGES
A detail of the standard curb (height, face
slope, and corner rounding) should be given.
Pedestrian facilities generally shall provide Refer to Section 300 of this Manual for vandal
access by means of ramps with a gradient not protection fencing requirements.
to exceed 8.33 percent and with level
platforms at 30 foot [9 meter] intervals and at
turns for purposes of rest and safety. For 209.12 MAINTENANCE AND
pedestrian bridges over highways an INSPECTION ACCESS
additional one foot [300 mm] of vertical
clearance shall be provided. The current
AASHTO design guide for pedestrian bridges Consideration should be made during the
should be followed. preliminary design phase for maintenance and
inspection access. For multiple span bridges
If a timber deck is used, a 1½ inch [38 mm] with 8 feet [2400 mm] or deeper girders, an
minimum thickness of Item 448, Asphalt inspection handrail located on the girders
Concrete Surface Course, Type 1, PG64-22, should be provided. Also catwalks should be
shall be applied in order to provide an considered. Safety cables and other fall arrest
abrasive skid resistant surface. Other systems should be considered in addition to
alternative surfaces may be used if approved handrails and catwalks. Provisions for
by the Department. maintenance and inspection access should be
provided for fracture critical girders, cross
girders and bents that cannot be inspected
from a snooper. The use of fracture critical

2-43
SECTION 200 PRELIMINARY DESIGN APRIL 2000

members is strongly discouraged. For these

types of structures, contact the Office of
Structural Engineering before the detail plan
stage for details and recommendations.
Additional information is provided in “FHWA
Guidelines for Providing Access to Bridges
for Inspections”, dated November 1985.

2-44