Chapter 2  Preliminary Design

Contents
2.1 Preliminary Studies 2.1-1
2.1.1 Interdisciplinary Design Studies 2.1-1
2.1.2 Value Engineering Studies 2.1-1
2.1.3 Preliminary Recommendations for Bridge Rehabilitation Projects 2.1-2
2.1.4 Preliminary Recommendations for New Bridge Projects 2.1-2
2.1.5 Type, Size, and Location (TS&L) Reports 2.1-3

2.2 Preliminary Plan 2.2-1

2.2.1 Development of the Preliminary Plan 2.2-1
2.2.2 Documentation 2.2-2
2.2.3 General Factors for Consideration 2.2-3
2.2.4 Permits 2.2-5
2.2.5 Preliminary Cost Estimate 2.2-6
2.2.6 Approvals 2.2-6

2.3 Preliminary Plan Criteria 2.3-1

2.3.1 Highway Crossings 2.3-1
2.3.2 Railroad Crossings 2.3-4
2.3.3 Water Crossings 2.3-6
2.3.4 Bridge Widenings 2.3-8
2.3.5 Detour Structures 2.3-9
2.3.6 Retaining Walls and Noise Walls 2.3-9
2.3.7 Bridge Deck Drainage 2.3-9
2.3.8 Bridge Deck Protective Systems 2.3-9
2.3.9 Construction Clearances 2.3-10
2.3.10 Design Guides for Falsework Depth Requirements 2.3-10
2.3.11 Inspection and Maintenance Access 2.3-11

2.4 Selection of Structure Type 2.4-1

2.4.1 Bridge Types 2.4-1
2.4.2 Wall Types 2.4-6

2.5 Aesthetic Considerations 2.5-1

2.5.1 General Visual Impact 2.5-1
2.5.2 End Piers 2.5-1
2.5.3 Intermediate Piers 2.5-2
2.5.4 Barrier and Wall Surface Treatments 2.5-2
2.5.5 Superstructure 2.5-3

2.6 Miscellaneous 2.6-1

2.6.1 Structure Costs 2.6-1
2.6.2 Handling and Shipping Precast Members and Steel Beams 2.6-1
2.6.3 Salvage of Materials 2.6-1

2.7 WSDOT Standard Highway Bridge 2.7-1

2.7.1 Design Elements 2.7-1
2.7.2 Detailing the Preliminary Plan 2.7-2

2.99 Bibliography 2.99-1

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Appendix A
Appendix 2.2-A1 Bridge Site Date General 2.2-A1-1
Appendix 2.2-A2 Bridge Site Date Rehabilitation 2.2-A2-1
Appendix 2.2-A3 Bridge Site Date Stream Crossing 2.2-A3-1
Appendix 2.2-A4 Preliminary Plan Checklist 2.2-A4-1
Appendix 2.3-A1 Bridge Stage Construction Comparison 2.3-A1-1
Appendix 2.3-A2-1 2.3-A2-1
Appendix 2.4-A1-1 2.4-A1-1
Appendix 2.7-A1-1 2.7-A1-1

Appendix B
Appendix 2-B-1 2-B-1
Appendix 2-B-2 2-B-2
Appendix 2-B-3 2-B-3
Appendix 2-B-4 2-B-4
Appendix 2-B-5 2-B-5
Appendix 2-B-6 2-B-6
Appendix 2-B-7 2-B-7
Appendix 2-B-8 2-B-8
Appendix 2-B-9 2-B-9
Appendix 2.3-B2-1 Protective Screening Details 2.3-B2-1

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2.1  Preliminary Studies

2.1.1  Interdisciplinary Design Studies
Region may set up an Interdisciplinary Design Team (IDT) to review the various design alternatives
for major projects. The IDT is composed of members from Regions, HQ, outside agencies, and
consulting firms. The members have different areas of expertise, contribute ideas, and participate
in the selection of design alternatives. This work will often culminate in the publication of an
Environmental Impact Statement (EIS).
Bridge designers may be asked to participate either as a support resource or as a member of the IDT.

2.1.2  Value Engineering Studies

Value Engineering (VE) is a review process and analysis of a design project. The VE team seeks to
define the most cost‑effective means of satisfying the basic function(s) of the project. Usually a VE
study takes place before or during the time that the region is working on the design. Occasionally, a
VE study examines a project with a completed PS&E. VE studies are normally required for projects
with cost overruns.
The VE team is headed by a facilitator and is composed of members with different areas of expertise
from Regions, HQ, outside agencies, and consulting firms. The Team Facilitator will lead the team
through the VE process. The team will review Region’s project as defined by the project’s design
personnel. The VE team will determine the basic function(s) that are served by the project, brainstorm
all possible alternatives to serve the same function(s), evaluate the alternatives for their effectiveness
to meet the project’s basic functions, determine costs, and prioritize and recommend alternatives. The
VE team will prepare a report and present their findings to the region. The Region is then required to
investigate and address the VE team’s findings in the final design.
Bridge designers may be asked to participate either as a support resource or as a member of the VE
team. VE studies usually take place over a three to five day period.
Engineers participating in VE studies and Cost-Risk Assessment meetings shall call the S&E
Engineers and double check all costs when providing cost estimates at VE studies and CRA meetings.

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2.1.3  Preliminary Recommendations for Bridge Rehabilitation Projects

When the Region starts a bridge rehabilitation project, they will submit a written memo requesting
that the Bridge and Structures Office make preliminary project recommendations.
The Bridge and Structures Office will review the as-built plans, load ratings, existing inspection and
condition reports prepared by the Bridge Preservation Office (BPO), and schedule a site visit with
Region and other stakeholders. Special inspection of certain portions of the structure may be included
in the site visit or scheduled later with Region and BPO. The purpose of the inspections is to obtain
more detailed information as to the bridge’s condition, to obtain dimensions and take photographs of
details needed for the project recommendations.
Following the site visit, the next steps are:
• Determine the load capacity of the existing bridge.
• Determine what type of rehabilitation work is needed and time frame required to accomplish
the work.
• Determine any special construction staging requirements. Can the bridge be totally shut down for
the rehabilitation period? How many lanes will need to be open? Can the work be accomplished
during night closures or weekend closures?
• Develop various alternatives and cost estimates for comparison, ranging from “do nothing” to
“new replacement”.
• Determine what the remaining life expectancies are for the various rehabilitation alternatives.
• Determine the cost of a new replacement bridge.
Note: The FHWA will not participate in funding the bridge rehabilitation project if the rehabilitation
costs exceed 50 percent of the cost for a new bridge replacement.
The Bridge and Structures Office will provide Region with a written report with background
information. The Region will be given an opportunity to review the draft report and to provide input
prior to finalization.
The Bridge Projects Engineer and Specifications & Estimates Engineers provide bridge scoping cost
estimates to Regions for their use in determining budgets during Region's project definition phase.
The S&E Engineers will check the Bridge Project Engineer's estimate as well as check each other.

2.1.4  Preliminary Recommendations for New Bridge Projects

The Region will seek assistance from the Bridge and Structures Office when they are preparing a
design project requiring new bridges. Similar to the procedures outlined above for rehabilitation
projects. The Region will submit a written memo requesting that the bridge office make preliminary
project recommendations. The Bridge and Structures Office will provide scope of work, cost
estimate(s), and a summary of the preferred alternatives with recommendations. Face to face meetings
with the Region project staff are recommended prior to sending a written memo.
The Bridge Projects Engineer and Specifications & Estimates Engineers provide bridge scoping cost
estimates to Regions for their use in determining budgets during Region's project definition phase.
The S&E Engineers will check the Bridge Project Engineer's estimate as well as check each other.

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2.1.5  Type, Size, and Location (TS&L) Reports

The Federal Highway Administration (FHWA) requires that major or unusual bridges must have a
Type, Size, and Location (TS&L) report prepared. The report will describe the project, proposed
structure(s), cost estimates, other design alternatives considered, and recommendations. The report
provides justification for the selection of the preferred alternative. Approval by FHWA of the TS&L
study is the basis for advancing the project to the design stage.
The FHWA should be contacted as early as possible in the Project Development stage because the
FHWA requires a TS&L study for tunnels, movable bridges, unusual structures, and major structures.
Smaller bridges that are unusual or bridge projects for Local Agencies may also require a TS&L
study. Other projects, such as long viaducts, may not. Check with the Bridge Projects Engineer to see
if a TS&L report is necessary.
The preparation of the TS&L report is the responsibility of the Bridge and Structures Office. The
TS&L cannot be submitted to FHWA until after the environmental documents have been submitted.
However, TS&L preparation need not wait for environmental document approval, but may begin as
soon as the bridge site data is available. See Chapter 1110 of the WSDOT Design Manual for the type
of information required for a bridge site data submittal.
A. TS&L General
The designer should first review the project history in order to become familiar with the project.
The environmental and design reports should be reviewed. The bridge site data should be checked
so that additional data, maps, or drawings can be requested. A meeting with Region and a site
visit should be arranged after reviewing the history of the project.
The Materials Laboratory Geotechnical Services Branch must be contacted early in the TS&L
process in order to have foundation information. Specific recommendations on the foundation
type must be included in the TS&L report. The Materials Laboratory Geotechnical Services
Branch will submit a detailed foundation report for inclusion as an appendix to the TS&L report.
To determine the preferred structural alternative, the designer should:
l. Develop a list of all feasible alternatives. At this stage, the range of alternatives should be
kept wide open. Brainstorming with supervisors and other engineers can provide new and
innovative solutions.
2. Eliminate the least desirable alternatives by applying the constraints of the project. Question
and document the assumptions of any restrictions and constraints. There should be no more
than four alternatives at the end of this step.
3. Perform preliminary design calculations for unusual or unique structural problems to verify
that the remaining alternatives are feasible.
4. Compare the advantages, disadvantages, and costs of the remaining alternatives to determine
the preferred alternative(s).
5. Visit the project site with the Region, Materials Laboratory Geotechnical Services Branch,
and HQ Hydraulics staff.
FHWA expects specific information on scour and backwater elevations for the permanent bridge
piers, as well as, for any temporary falsework bents placed in the waterway opening.
After the piers have been located, a memo requesting a Hydraulics Report should be sent to the
HQ Hydraulics Unit. The HQ Hydraulics Unit will submit a report for inclusion as an appendix to
the TS&L report.

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The State Bridge and Structures Architect should be consulted early in the TS&L study period.
“Notes to the File” should be made documenting the aesthetic requirements and recommendations
of the State Bridge and Structures Architect.
Cost backup data is needed for any costs used in the TS&L study. FHWA expects TS&L costs
to be based on estimated quantities. This cost data is to be included in an appendix to the TS&L
report. The quantities should be compatible with the S&E Engineer’s cost breakdown method.
The Specifications & Estimates Engineers will check the designer's estimated costs included in
TS&L reports. In the case of consultant prepared TS&L reports, the designer shall have the S&E
Engineers check the construction costs.
B. TS&L Outline
The TS&L report should describe the project, the proposed structure, and give reasons why the
bridge type, size, and location were selected.
1. Cover, Title Sheet, and Index
These should identify the project, owner, location and the contents of the TS&L.
2. Photographs
There should be enough color photographs to provide the look and feel of the bridge site.
The prints should be numbered and labeled and the location indicated on a diagram.
3. Introduction
The introduction describes the report, references, and other reports used to prepare the TS&L
study. The following reports should be listed, if used.
• Design Reports and Supplements
• Environmental Reports
• Architectural Visual Assessment or Corridor Theme Reports
• Hydraulic Report
• Geotechnical Reports
4. Project Description
The TS&L report clearly defines the project. A vicinity map should be shown. Care should be
taken to describe the project adequately but briefly. The project description summarizes the
preferred alternative for the project design.
5. Design Criteria
The design criteria identify the AASHTO LRFD Bridge Design Specifications and AASHTO
guide specifications that will be used in the bridge design. Sometimes other design criteria
or special loadings are used. These criteria should be listed in the TS&L. Some examples in
this category might be the temperature loading used for segmental bridges or areas defined
as wetlands.

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6. Structural Studies
The structural studies section documents how the proposed structure Type, Size, and Location
were determined. The following considerations should be addressed.
• Aesthetics
• Cost Estimates
• Geometric constraints
• Project staging and Stage Construction Requirements
• Foundations
• Hydraulics
• Feasibility of construction
• Structural constraints
• Maintenance
This section should describe how each of these factors leads to the preferred alternative.
Show how each constraint eliminated or supported the preferred alternatives. Here are some
examples. “Prestressed concrete girders could not be used because environmental restrictions
required that no permanent piers could be placed in the river. This requires a 230‑foot
clear span.” “Restrictions on falsework placement forced the use of self supporting precast
concrete or steel girders.”
7. Executive Summary
The executive summary should be able to “stand alone” as a separate document. The project
and structure descriptions should be given. Show the recommended alternative(s) with costs
and include a summary of considerations used to select preferred alternatives or to eliminate
other alternatives.
8. Drawings
Preliminary plan drawings of the recommended alternative are included in an appendix. The
drawings show the plan, elevation, and typical section. For projects where alternative designs
are specified as recommended alternatives, preliminary plan drawings for each of the different
structure types shall be included. Supplemental drawings showing special features, such as
complex piers, are often included to clearly define the project.
C. Reviews and Submittals
While writing the TS&L report, all major decisions should be discussed with the unit supervisor,
who can decide if the Bridge Design Engineer needs to be consulted. A peer review meeting with
the Bridge Design Engineer should be scheduled at the 50 percent completion stage. If applicable,
the FHWA Bridge Engineer should be invited to provide input.
The final report must be reviewed, approved, and the Preliminary Plan drawings signed by the
State Bridge and Structures Architect, the Bridge Projects Engineer, the Bridge Design Engineer,
and the Bridge and Structures Engineer. The TS&L study is submitted with a cover letter to
FHWA signed by the Bridge and Structures Engineer.

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2.2  Preliminary Plan

The Preliminary Plan preparation stage is the most important phase of bridge design because it is the
basis for the final design. The Preliminary Plan should completely define the bridge geometry so the
final roadway design by the regions and the structural design by the bridge office can take place with
minimal revisions.
During the Region’s preparation of the highway design, they also begin work on the bridge site data.
Region submits the bridge site data to the Bridge and Structures Office, which initiates the start of the
Preliminary Plan stage. Information that must be included as part of the bridge site data submittal is
described in Chapter 1110 of the Design Manual and Appendix 2.2-A1.

2.2.1  Development of the Preliminary Plan

A. Responsibilities
In general, the responsibilities of the designer, checker, detailer, and unit supervisor are described
in Section 1.2.2. The Preliminary Plan Design Engineer or the assigned designer is responsible
for developing a preliminary plan for the bridge. The preliminary plan must be compatible with
the geometric, aesthetic, staging, geotechnical, hydraulic, financial, structural requirements and
conditions at the bridge site.
Upon receipt of the bridge site data from the Region, the designer shall review it for completeness
and verify that what the project calls for is realistic and structurally feasible. Any omissions or
corrections are to be immediately brought to the Region’s attention so that revised site date, if
required, can be resubmitted to avoid jeopardizing the bridge design schedule.
The Unit Supervisor shall be kept informed of progress on the preliminary plan so that the
schedule can be monitored. If problems develop, the Unit Supervisor can request adjustments to
the schedule or allocate additional manpower to meet the schedule. The designer must keep the
job file up-to-date by documenting all conversations, meetings, requests, questions, and approvals
concerning the project. Notes-to-the-designer, and details not shown in the preliminary plan shall
be documented in the job file.
The checker shall provide an independent review of the plan, verifying that it is in compliance
with the site data as provided by the region and as corrected in the job file. The plan shall
be compared against the Preliminary Plan checklist (see Appendix 2.2-A2) to ensure that all
necessary information is shown. The checker is to review the plan for consistency with office
design practice, detailing practice, and for constructibility.
The preliminary plan shall be drawn using current office CAD equipment and software
by the designer or detailer.
B. Site Reconnaissance
The site data submitted by the Region will include photographs and a video of the site. Even
for minor projects, this may not be enough information for the designer to work from to develop
a preliminary plan. For most bridge projects, site visits are necessary.
Site visits with Region project staff and other project stakeholders, such as, Materials Laboratory
Geotechnical Services Branch, HQ Hydraulics, and Region Design should be arranged with the
knowledge and approval of the Bridge Projects Engineer.

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C. Coordination
The designer is responsible for coordinating the design and review process throughout the project.
This includes seeking input from various WSDOT units and outside agencies. The designer
should consult with Materials Laboratory Geotechnical Services Branch, HQ Hydraulics, Bridge
Preservation Office, and Region design and maintenance, and other resources for their input.
D. Consideration of Alternatives
In the process of developing the Preliminary Plan, the designer should brainstorm, develop, and
evaluate various design alternatives. See Section 2.2.3 General Factors for Consideration and how
they apply to a particular site. See also Section 2.1.5A. Preliminary design calculations shall be
done to verify feasibility of girder span and spacing, falsework span capacity, geometry issues,
and construction clearances. Generally, the number of alternatives will usually be limited to only
a few for most projects. For some smaller projects and most major projects, design alternatives
merit development and close evaluation. The job file should contain reasons for considering and
rejecting design alternatives. This provides documentation for the preferred alternative.
E. Designer Recommendation
The designer should be able to make a recommendation for the preferred alternative after
a thorough analysis of the needs and limitations of the site, studying all information, and
developing and evaluating the design alternatives for the project. At this stage, the designer
should discuss the recommendation with the Bridge Projects Engineer.
F. Concept Approval
For some projects, the presentation, in “E” above, to the Bridge Projects Engineer will satisfy
the need for concept approval. Large complex projects, projects of unique design, or projects
where two or more alternatives appear viable, should be presented to the Bridge Design Engineer
for his/her concurrence before plan development is completed. For unique or complex projects
a presentation to the Region Project Engineer, and Bridge and Structures Office Peer Review
Committee may be appropriate.

2.2.2  Documentation
A. Job File
An official job file is created by the Bridge Scheduling Engineer when a memo transmitting site
data from the region is received by the Bridge and Structures Office. This job file serves as a
depository for all communications and resource information for the job. Scheduling and time
estimates are kept in this file, as well as cost estimates, preliminary quantities, and documentation
of all approvals. Records of important telephone conversations and copies of E-mails approving
decisions are also kept in the job file.
After completing the Preliminary Plan, the job file continues to serve as a depository for useful
communications and documentation for all pertinent project related information and decisions
during the design process through and including preparation of the Final Bridge PS&E.
B. Bridge Site Data
All Preliminary Plans are developed from site data submitted by the Region. This submittal will
consist of a memorandum IDC, and appropriate attachments as specified by Chapter 1110 of the
Design Manual. When this information is received, it should be reviewed for completeness so
that missing or incomplete information can be noted and requested.

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C. Request for Preliminary Foundation Data

A request for preliminary foundation data is sent to the Geotechnical Services Branch to
solicit any foundation data that is available at the preliminary stage. The Materials Laboratory
Geotechnical Services Branch is provided with approximate dimensions for the overall structure
length and width, approximate number of intermediate piers (if applicable), and approximate
stations for beginning and end of structure on the alignment.
Based on test holes from previous construction in the area, geological maps, and soil surveys.
The Materials Laboratory Geotechnical Services Branch responds by memo and a report with an
analysis of what foundation conditions are likely to be encountered and what foundation types are
best suited for the bridge site.
D. Request for Preliminary Hydraulics Data
A Request for preliminary hydraulics data is sent to the HQ Hydraulics Office to document
hydraulic requirements that must be considered in the structure design. The HQ Hydraulics Office
is provided a contour plan and other bridge site data.
The Hydraulics Office will send a memo providing the following data: seal vent elevations,
normal water, 100-year and 500-year flood elevations and flows (Q), pier configuration, scour
depth and minimum footing cover required, ice pressure, minimum waterway channel width,
riprap requirements, and minimum clearance required to the 100-year flood elevation.
E. Design Report or Design Summary and Value Engineering Studies
Some bridge construction projects have a Design File Report or Design Summary prepared by the
region. This is a document, which includes design considerations and conclusions reached in the
development of the project. It defines the scope of work for the project. It serves to document the
design standards and applicable deviations for the roadway alignment and geometry. It is also an
excellent reference for project history, safety and traffic data, environmental concerns, and other
information. If a VE study was done on the bridge, the report will identify alternatives that have
been studied and why the recommended alternative was chosen.
F. Other Resources
For some projects, preliminary studies or reports will have been prepared. These resources can
provide additional background for the development of the Preliminary Plan.
G. Notes of meetings with Regions and other project stakeholders shall be included in the job file.

2.2.3  General Factors for Consideration

Many factors must be considered in preliminary bridge design. Some of the more common of
these are listed in general categories below. These factors will be discussed in appropriate detail in
subsequent portions of this manual.
A. Site Requirements
Topography
Alignment (tangent, curved, skewed)
Vertical profile and superelevation
Highway Class and design speed
Proposed or existing utilities

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B. Safety
Feasibility of falsework (impaired clearance and sight distance, depth requirements,
see Section 2.3.10)
Density and speed of traffic
Detours or possible elimination of detours by construction staging
Sight distance
Horizontal clearance to piers
Hazards to pedestrians, bicyclists
C. Economic
Funding classification (federal and state funds, state funds only, local developer funds)
Funding level
Bridge preliminary cost estimate
D. Structural
Limitation on structure depth
Requirements for future widening
Foundation and groundwater conditions
Anticipated settlement
Stage construction
Falsework limitations
E. Environmental
Site conditions (wetlands, environmentally sensitive areas)
EIS requirements
Mitigating measures
Construction access
F. Aesthetic
General appearance
Compatibility with surroundings and adjacent structures
Visual exposure and experience for public
G. Construction
Ease of construction
Falsework clearances and requirements
Erection problems
Hauling difficulties and access to site
Construction season
Time limit for construction
H. Hydraulic
Bridge deck drainage
Stream flow conditions and drift
Passage of flood debris
Scour, effect of pier as an obstruction (shape, width, skew, number of columns)
Bank and pier protection
Consideration of a culvert as an alternate solution
Permit requirements for navigation and stream work limitations

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I. Maintenance
Concrete vs. Steel
Expansion joints
Bearings
Deck protective systems
Inspection and Maintenance Access (UBIT clearances) (see Figure 2.3.11-1)
J. Other
Prior commitments made to other agency officials and individuals of the community
Recommendations resulting from preliminary studies

2.2.4  Permits
A. Coast Guard
As outlined in the Design Manual M 22-01 Section 1110.04, Additional Data for Waterway
Crossings, the Bridge and Structures Office is responsible for coordinating and applying for Coast
Guard permits for bridges over waterways. The Coast Guard Liaison Engineer in the Bridge
Projects Unit of the Bridge and Structures Office handles this.
A determination of whether a bridge project requires a Coast Guard permit is typically determined
by Region Environmental during the early scoping phase. This scoping is done before the bridge
site data is sent to the Bridge & Structures Design Office/Unit.
The Region Design Engineer should request that the Environmental Coordinator consult with the
Coast Guard Liaison Engineer prior to sending the bridge site data if possible.
Generally, tidal-influenced waterways and waterways used for commercial navigation will require
Coast Guard permits. See Design Manual M22-01, Chapter 240 Environmental Permits and
Approvals, or Environmental Procedure Manual M 31-11, Chapter 520.04 Section 9 Permit –
Bridge Work in Navigable Waters, or Chapter 500 Environmental Permitting and PS&E, Table
500-1 for additional information or permit needs and procedures.
For all waterway crossings, the Coast Guard Liaison Engineer is required to initial the
Preliminary Plan as to whether a Coast Guard permit or exemption is required. This box regarding
Coast Guard permit status is located in the center left margin of the plan. If a permit is required,
the permit target date will also be noted. The reduced print, signed by the Coast Guard Liaison
Engineer, shall be placed in the job file.
The work on developing the permit application should be started before the bridge site data is
complete so that it is ready to be sent to the Coast Guard at least eight months prior to the project
ad date. The Coast Guard Liaison Engineer should be given a copy of the preliminary plans from
which to develop the Coast Guard Application plan sheets, which become part of the permit.
B. Other
All other permits will be the responsibility of the Region (See Design Manual Chapter 240). The
Bridge and Structures Office may be asked to provide information to the Region to assist them in
making applications for these permits.

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2.2.5  Preliminary Cost Estimate

A preliminary cost estimate should be developed when the bridge type, foundation type, deck area
and adjacent retaining walls are determined. At the preliminary stage the cost estimate is based on
square-foot costs taken from the BDM Chapter 12 and adjusted for structure specifics. Consult with
a Specifications and Estimates Engineer. The preliminary cost estimate is based on recent bidding
history on similar structures, degree of difficulty of construction, inflation trends, and length of time
until Ad Date, and time for completion of construction. It is considered accurate to within 15%, but
is should be accurate enough to preclude a surprise increase at the time of the Engineer’s estimate,
which is based on completed design quantities. The preliminary cost estimate shall be updated
frequently as changes are made to the preliminary plan or new data influences the costs.
After a Preliminary Plan has been developed, but before sending to the Bridge Design Engineer
for signature, the Preliminary Plan and cost estimate shall be submitted to one of the Bridge
Specifications and Estimates Engineers for review and comment for the structures in the Preliminary
Plan. The information presented to the S&E Engineer shall include the complete Preliminary Plan
and all backup data previously prepared on costs for the structures (such as preliminary quantity
calculations, preliminary foundation type selection, etc,). The S&E Engineer will review the
Preliminary Plan, prepare, sign, and date a cost estimate summary sheet, and return the package to the
designer. When the Preliminary Plan is presented to the Bridge Design Engineer, the submittal shall
include the summary sheet prepared by the S&E Engineer. The summary sheet and backup data will
then be placed in the job file. Do not send the summary sheet to the Region.
After submittal of the Preliminary Plan to the Region, the Region shall be notified immediately of any
increases in the preliminary cost estimate during the structural design.

2.2.6  Approvals
A. State Bridge and Structures Architect/Specialists
For all preliminary plans, the State Bridge and Structures Architect and appropriate specialists
should be aware and involved when the designer is first developing the plan. The State Bridge
and Structures Architect and specialists should be given a print of the plan by the designer. This
is done prior to checking the preliminary plan. The State Bridge and Structures Architect and
specialist will review, approve, sign and date the print. This signed print is placed in the job file.
If there are any revisions, which affect the aesthetics of the approved preliminary plan, the State
Bridge and Structures Architect should be asked to review and approve, by signature, a print
showing the revisions, which change elements of aesthetic significance.
For large, multiple bridge projects, the State Bridge and Structures Architect should be contacted
for development of a coordinated architectural concept for the project corridor.
The architectural concept for a project corridor is generally developed in draft form and reviewed
with the project stakeholders prior to finalizing. When finalized, it should be signed by the Region
Administrator or his/her designee.
Approval from the State Bridge and Structures Architect is required on all retaining walls and
noise wall aesthetics including finishes and materials, and configuration.

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In order to achieve superstructure type optimization and detailing consistency, the following
guidelines shall be used for the preparation of all future Preliminary Plans:
• Preliminary Plans for all steel bridges and structures shall be reviewed by the Steel Specialist.
• Preliminary Plans for all concrete bridges and structures shall be reviewed by the Concrete
Specialist.
• Detailing of all Preliminary Plans shall be reviewed by the Preliminary Plans
Detailing Specialist.
These individuals shall signify their approval by signing the preliminary plan in the Architect/
Specialist block on the first plan sheet, together with the State Bridge and Structures Architect.
B. Bridge Design
The Bridge Projects Engineer signs the preliminary plan after it has been checked and approved
by the Architect/Specialists. At this point, it is ready for review, approval, and signing by the
Bridge Design Engineer and the Bridge and Structures Engineer.
After the Bridge and Structures Engineer has signed the preliminary plan, it is returned to the
designer. The designer places the original signed preliminary plan in the job fileand enters the
names of the signers in the signature block. This preliminary plan will be sent to region for their
review and approval.
The transmittal memo includes the preliminary plan and the WSDOT Form 230-038 “Not
Included in Bridge Quantities List” and a brief explanation of the preliminary cost estimate. It
is addressed to the Region Administrator/Project Development Engineer from the Bridge and
Structures Engineer/Bridge Design Engineer. The memo is reviewed by the Bridge Projects
Engineer and is initialed by the Bridge Design Engineer.
The following should be included in the cc distribution list with attachments: FHWA Washington
Division Bridge Engineer (when project has Federal Funding), Region Project Engineer, Bridge
Projects Engineer, Bridge Design Unit Supervisor, State Geotechnical Engineer, HQ Hydraulics
Engineer, Bridge Management Engineer (when it is a replacement) Bridge Preservation Engineer,
HQ Bridge Construction Engineer, and Region Traffic Engineer (when ITS is required). The
Bridge Scheduling Engineer and the Region and HQ Program Management Engineers should
receive a copy of the preliminary plan distribution memo without the attachments.
C. Region
Prior to the completion of the preliminary plan, the designer should meet with the Region
to discuss the concept, review the list of items to be included in the “Not Included in Bridge
Quantities List” and get their input. (This is a list of non-bridge items that appear on the bridge
preliminary plan and eventually on the design plans.)
The Region will review the preliminary plan for compliance and agreement with the original
site data. They will work to answer any “Notes to the Region” that have been listed on the plan.
When this review is complete, the Regional Administrator, or his/her designee, will sign the plan.
The Region will send back a print of the signed plan with any comments noted in red (additions)
and green (deletions) along with responses to the questions raised in the “Notes to the Region”.

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D. Railroad
When a railroad is involved with a structure on a Preliminary Plan, the HQ RR Liaison Engineer
of the Design Office must be involved during the plan preparation process. A copy of the
Preliminary Plan is sent to the HQ RR Liaison Engineer, who then sends a copy to the railroad
involved for their comments and approval.
The railroad will respond with approval by letter to the HQ RR Liaison Engineer. A copy of this
letter is then routed to the Bridge and Structures Office and then placed in the job file.
For design plans prepared within the Bridge and Structures Office, the Unit Supervisor or lead
designer will be responsible for coordinating and providing shoring plans for structures adjacent
to railroads. It is recommended that the Construction Support Unit design, prepare, stamp,
and sign shoring plans. However, the design unit may elect to design, prepare, stamp, and sign
shoring plans.
For consultant prepared design plans, the Unit Supervisor or lead reviewer will be responsible for
coordinating and having the consultant design shoring plans for structures adjacent to railroads.
The Construction Support Unit has design criteria and sample plan details which can be used by
the design units and consultants.
A Construction Support engineer is available to attend design project kick-off meetings if there
is a need for railroad shoring plans or other constructability issues associated with the project.
Regardless of who prepares the bridge plans, all shoring plans should be reviewed by the
Construction Support Unit before they are submitted for railroad review and approval at the 50%
Final PS&E stage.
For completed shelf projects, the S&E Engineer will contact the Region Project Engineer and
inform the Unit Supervisor or lead reviewer on the need for shoring plans for structures adjacent
to railroads. If shoring plans are required, the unit supervisor or lead designer may ask the
Construction Support Unit to prepare shoring plans.
At the 50% PS&E plan completion stage or sooner if possible, especially for seismic retrofit
project, the S&E Engineer will send four (4) copies of the layout, foundation plan, temporary
shoring plans, and appropriate special provision section for structures adjacent to railroads to the
HQ RR Liaison Engineer, who will submit this package to the appropriate railroad for review and
approval. The shoring plans shall show the pressure loading diagram and calculations to expedite
the railroad’s review and approval.

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2.3  Preliminary Plan Criteria

2.3.1  Highway Crossings
A. General
A highway crossing is defined as a grade separation between two intersecting roadways. Naming
convention varies slightly between mainline highway crossings and ramp highway crossings,
but essentially, all bridges carry one highway, road, or street over the intersecting highway, road,
or street.
1. Mainline highway crossings
Names for mainline highway crossings are defined by the route designation or name of state
highway, county road, or city street being carried over another highway, road, or street.
For example, a bridge included as part of an interchange involving I-205 and SR 14 and
providing for passage of traffic on I-205 under SR 14 would be named SR 14 Over I-182
(followed by the bridge number).
2. Ramp highway crossings
Names for ramp highway crossings are defined by the state highway route numbers being
connected, the directions of travel being connected, and the designation or name of the
highway, road, or street being bridged.
For example, a bridge in the Hewitt Avenue Interchange connecting traffic from westbound
US 2 to northbound I-5 and passing over Everett Street would be named 2W-5N Ramp Over
Everett Street (followed by the bridge number). A bridge connecting traffic from northbound
I-5 to westbound SR 518 and passing over northbound I-405 and a ramp connecting
southbound I-405 to northbound I-5 would be named 5N-518W Over 405N,405S-5N
(followed by the bridge number).
B. Bridge Width
The bridge roadway channelization (configuration of lanes and shoulders) is provided by the
region with the Bridge Site Data. For state highways, the roadway geometrics are controlled
by Chapters 430 and 440 of the Design Manual. For city and county arterials, the roadway
geometrics are controlled by Chapter IV of the Local Agency Guidelines.
C. Horizontal Clearances
Safety dictates that fixed objects be placed as far from the edge of the roadway as is economically
feasible. Criteria for minimum horizontal clearances to bridge piers and retaining walls are
outlined in the Design Manual. Chapter 700 of the Design Manual outlines clear zone and
recovery area requirements for horizontal clearances without guardrail or barrier being required.
Actual horizontal clearances shall be shown in the plan view of the Preliminary Plan (to the
nearest 0.1 foot). Minimum horizontal clearances to inclined columns or wall surfaces should be
provided at the roadway surface and for a vertical distance of 6 feet above the edge of pavement.
When bridge end slopes fall within the recovery area, the minimum horizontal clearance should
be provided for a vertical distance of 6 feet above the fill surface. See Figure 2.3.1-1.

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Bridge piers and abutments ideally should be placed such that the minimum clearances can be
satisfied. However, if for structural or economic reasons, the best span arrangement requires a
pier to be within clear zone or recovery area, and then guardrail or barrier can be used to mitigate
the hazard.
There are instances where it may not be possible to provide the minimum horizontal clearance
even with guardrail or barrier. An example would be placement of a bridge pier in a narrow
median. The required column size may be such that it would infringe on the shoulder of the
roadway. In such cases, the barrier safety shape would be incorporated into the shape of the
column. Barrier or guardrail would need to taper into the pier at a flare rate satisfying the
criteria in Chapter 710 of the Design Manual. See Figure 2.3.1-2. The reduced clearance to the
pier would need to be approved by the Region. Horizontal clearances, reduced temporarily for
construction, are covered in Section 2.3.9.



 
 
 
Horizontal Clearance to Incline Piers
Figure 2.3.1-1




 









Bridge Pier in Narrow Median

Figure 2.3.1-2

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D. Vertical Clearances
The required minimum vertical clearances are established by the functional classification of the
highway and the construction classification of the project. For state highways, this is as outlined
in Chapters 430, 440, and 1120 of the Design Manual. For city and county arterials, this is as
outlined in Chapter IV of the Local Agency Guidelines.
Actual minimum vertical clearances are shown on the Preliminary Plan (to the nearest 0.1 foot).
The approximate location of the minimum vertical clearance is noted in the upper left margin
of the plan. For structures crossing divided highways, minimum vertical clearances for both
directions are noted.
E. End Slopes
The type and rate of end slope used at bridge sites is dependent on several factors. Soil conditions
and stability, right of way availability, fill height or depth of cut, roadway alignment and
functional classification, and existing site conditions are important.
The region should have made a preliminary determination based on these factors during the
preparation of the bridge site data. The side slopes noted on the Roadway Section for the roadway
should indicate the type and rate of end slope.
The Materials Laboratory Geotechnical Services Branch will recommend the minimum rate of
end slope. This should be compared to the rate recommended in the Roadway Section and to
existing site conditions (if applicable). The types of end slopes and bridge slope protection are
discussed in Chapters 640 and 1120 of the Design Manual. Examples of slope protection are
shown on Standard Plan D-9.
F. Determination of Bridge Length
Establishing the location of the end piers for a highway crossing is a function of the profile grade
of the overcrossing roadway, the superstructure depth, the minimum vertical and horizontal
clearances required for the structure, the profile grade and channelization (including future
widening) of the undercrossing roadway, and the type and rate of end slope used.
For the general case of bridges in cut or fill slopes, the control point is where the cut or fill slope
plane meets the bottom of roadside ditch or edge of shoulder as applicable. From this point,
the fill or cut slope plane is established at the recommended rate up to where the slope plane
intersects the grade of the roadway at the shoulder. Following the requirements of Standard Plan
H-9, the back of pavement seat, end of wing wall or end of retaining wall can be established at
3 feet behind the slope intersection. See Figure 2.3.1-3








 


 



Determination of Bridge Length

Figure 2.3.1-3

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For the general case of bridges on wall type abutments or “closed” abutments, the controlling
factors are the required horizontal clearance and the size of the abutment. This situation would
most likely occur in an urban setting or where right of way or span length is limited.
G. Pedestrian Crossings
Pedestrian crossings follow the same format as highway crossings. Geometric criteria for bicycle
and pedestrian facilities are established in Chapters 1020 and 1025 of the Design Manual. Width
and clearances would be as established there and as confirmed by region. Minimum vertical
clearance over a roadway is given in Chapter 1025 and 1120 of the Design Manual. Unique
items to be addressed with pedestrian facilities include ADA requirements, the railing to be used,
handrail requirements, overhead enclosure requirements, and profile grade requirements for
ramps and stairs.
H. Bridge Redundancy
Design bridges to minimize the risk of catastrophic collapse by using redundant supporting
elements (columns and girders).
For substructure design use:
One column minimum for roadways 40 feet wide and under. Two columns minimum for
roadways over 40 feet to 60 feet. Three columns minimum for roadways over 60 feet. Collision
protection or design for collision loads for piers with one or two columns.
For superstructure design use:
Three girders (webs) minimum for roadways 32 feet and under. Four girders (webs) minimum for
roadways over 32 feet. See Appendix 2.3-A2 for details.
Note: Any deviation from the above guidelines shall have a written approval by the Bridge
Design Engineer.

2.3.2  Railroad Crossings

A. General
A railroad crossing is defined as a grade separation between an intersecting highway and a
railroad. Names for railroad crossings are defined either as railroad over state highway or state
highway over railroad. For example, a bridge carrying BNSF railroad tracks over I-5 would be
named BNSF Over I-5 (followed by the bridge number) A bridge carrying I-90 over Union Pacific
railroad tracks would be named I-90 Over UPRR (followed by the bridge number).
Requirements for highway/railway grade separations may involve negotiations with the railroad
company concerning clearances, geometrics, utilities, and maintenance roads. The railroad’s
review and approval will be based on the completed Preliminary Plan.
B. Criteria
The initial Preliminary Plan shall be prepared in accordance with the criteria of this section to
apply uniformly to all railroads. Variance from these criteria will be negotiated with the railroad,
when necessary, after a Preliminary Plan has been provided for their review.
C. Bridge Width
For highway over railway grade separations the provisions of Section 2.3.1 pertaining to bridge
width of highway crossings shall apply. Details for railway over highway grade separations will
depend on the specific project and the railroad involved.

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D. Horizontal Clearances
For railway over highway grade separations, undercrossings, the provisions of Section 2.3.1
pertaining to horizontal clearances for highway crossings shall apply. However, because of the
heavy live loading of railroad spans, it is advantageous to reduce the span lengths as much as
possible. For railroad undercrossings skewed to the roadway, piers may be placed up to the
outside edge of standard shoulders (or 8 feet minimum) if certain conditions are met (known
future roadway width requirements, structural requirements, satisfactory aesthetics, satisfactory
sight distance, barrier protection requirements, etc.).
For railroad overcrossings, minimum horizontal clearances are as noted below:

Railroad Alone
Fill Section 14 feet
Cut Section 16 feet
Horizontal clearance shall be measured from the center of the outside track to the face of pier.
When the track is on a curve, the minimum horizontal clearance shall be increased at the rate of
1½ inches for each degree of curvature. An additional 8 feet of clearance for off-track equipment
shall only be provided when specifically requested by the railroad.
The actual minimum horizontal clearances shall be shown in the Plan view of the Preliminary
Plan (to the nearest 0.01 foot).
E. Crash Walls
Crash walls, when required, shall be designed to conform to the criteria of the AREMA Manual.
To determine when crash walls are required, consult the following:
Union Pacific Railroad, “Guidelines for Design of Highway Separation Structures over Railroad
(Overhead Grade Separation)” AREMA Manual WSDOT Railroad Liaison Engineer the Railroad
F. Vertical Clearances
For railway over highway grade separations, the provisions of Section 2.3.1 pertaining to vertical
clearances of highway crossings shall apply. For highway over railway grade separations, the
minimum vertical clearance shall satisfy the requirements of Chapter 1120 of the Design Manual.
The actual minimum vertical clearances shall be shown on the Preliminary Plan (to the nearest
0.1 foot). The approximate location of the minimum vertical clearance is noted in the upper left
margin of the plan.
G. Determination of Bridge Length
For railway over highway grade separations, the provisions of Section 2.3.1 pertaining to the
determination of bridge length shall apply. For highway over railway grade separations, the
minimum bridge length shall satisfy the minimum horizontal clearance requirements. The
minimum bridge length shall generally satisfy the requirements of Figure 2.3.2-1.

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





 





Determination of Bridge Length for for a

Highway Over Railway Grade Separation
Figure 2.3.2-1

H. Special Considerations
For highway over railway grade separations, the top of footings for bridge piers or retaining walls
adjacent to railroad tracks shall be 2 feet or more below the elevation of the top of tie and shall
not have less than 2 feet of cover from the finished ground. The footing face shall not be closer
than 10 feet to the center of the track. Any cofferdams, footings, excavation, etc., encroaching
within 10 feet of the center of the track requires the approval of the railroad.
I. Construction Openings
For railroad clearances, see Section 1120 of the WSDOT Design Manual. The minimum
horizontal construction opening is 9 feet to either side of the centerline of track. The minimum
vertical construction opening is 23 feet 6 inches above the top of rail at 6 feet offset from the
centerline of track. Falsework openings shall be checked to verify that enough space is available
for falsework beams to span the required horizontal distances and still provide the minimum
vertical falsework clearance. Minimum vertical openings of less than 23 feet 6 inches shall be
coordinated with the HQ Railroad Liaison Engineer.

2.3.3  Water Crossings

A. Bridge Width
The provisions of Section 2.3.1 pertaining to bridge width for highway crossings apply here.
B. Horizontal Clearances
Water crossings over navigable waters requiring clearance for navigation channels shall satisfy
the horizontal clearances required by the Coast Guard. Communication with the Coast Guard will
be handled through the Coast Guard Liaison Engineer. For bridges over navigable waters, the
centerline of the navigation channel and the horizontal clearances (to the nearest 0.1 foot) to the
piers or the pier protection shall be shown on the Plan view of the Preliminary Plan. Pier locations
shall be reviewed by the HQ Hydraulics unit.
C. Vertical Clearances
Vertical clearances for water crossings must satisfy floodway clearance and, where applicable,
navigation clearance.

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Bridges over navigable waters must satisfy the vertical clearances required by the Coast Guard.
Communication with the Coast Guard will be handled through the Coast Guard Liaison Engineer.
The actual minimum vertical clearance (to the nearest 0.1 foot) for the channel span shall be
shown on the Preliminary Plan. The approximate location of the minimum vertical clearance shall
be noted in the upper left margin of the plan. The clearance shall be shown to the water surface as
required by the Coast Guard criteria.
Floodway vertical clearance will need to be discussed with the HQ Hydraulics Office. In
accordance with the flood history, nature of the site, character of drift, and other factors, they
will determine a minimum vertical clearance for the 100-year flood. The roadway profile and
the bridge superstructure depth must accommodate this. The actual minimum vertical clearance
to the 100-year flood shall be shown (to the nearest 0.1 foot) on the Preliminary Plan, and the
approximate location of the minimum vertical clearance shall be noted in the upper left margin of
the plan.
D. End Slopes
The type and rate of end slopes for water crossings is similar to that for highway crossings. Soil
conditions and stability, fill height, location of toe of fill, existing channel conditions, flood and
scour potential, and environmental concerns are all important.
As with highway crossings, the Region, and Materials Laboratory Geotechnical Services Branch
will make preliminary recommendations as to the type and rate of end slope. The HQ Hydraulics
Office will also review the Region’s recommendation for slope protection.
E. Determination of Bridge Length
Determining the overall length of a water crossing is not as simple and straightforward as for a
highway crossing. Floodway requirements and environmental factors have a significant impact on
where piers and fill can be placed.
If a water crossing is required to satisfy floodway and environmental concerns, it will be known
by the time the Preliminary Plan has been started. Environmental studies and the Design Report
prepared by the region will document any restrictions on fill placement, pier arrangement, and
overall floodway clearance. The Hydraulics Office will need to review the size, shape, and
alignment of all bridge piers in the floodway and the subsequent effect they will have on the
base flood elevation. The overall bridge length may need to be increased depending on the
span arrangement selected and the change in the flood backwater, or justification will need to
be documented.
F. Scour
The HQ Hydraulics Office will indicate the anticipated depth of scour at the bridge piers. They
will recommend pier shapes to best streamline flow and reduce the scour forces. They will also
recommend measures to protect the piers from scour activity or accumulation of drift (use of deep
foundations, minimum cover to top of footing, riprap, pier alignment to stream flow, closure walls
between pier columns, etc.).
G. Pier Protection
For bridges over navigable channels, piers adjacent to the channel may require pier protection
such as fenders or pile dolphins. The Coast Guard will determine whether pier protection is
required. This determination is based on the horizontal clearance provided for the navigation
channel and the type of navigation traffic using the channel.

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H. Construction Access and Time Restrictions

Water crossings will typically have some sort of construction restrictions associated with them.
These must be considered during preliminary plan preparation.
The time period that the Contractor will be allowed to do work within the waterway may be
restricted by regulations administered by various agencies. Depending on the time limitations,
a bridge with fewer piers or faster pier construction may be more advantageous even if more
expensive.
Contractor access to the water may also be restricted. Shore areas supporting certain plant species
are sometimes classified as wetlands. A work trestle may be necessary in order to work in or gain
access through such areas. Work trestles may also be necessary for bridge removal as well as new
bridge construction. Work trestle feasibility, location, staging, deck area and approximate number
of piles, and estimated cost need to be determined to inform the Region as part of the bridge
preliminary plan.

2.3.4  Bridge Widenings

A. Bridge Width
The provisions of Section 2.3.1 pertaining to bridge width for highway crossings shall apply.
In most cases, the width to be provided by the widening will be what is called for by the design
standards, unless a deviation is approved.
B. Traffic Restrictions
Bridge widenings involve traffic restrictions on the widened bridge and, if applicable, on the
lanes below the bridge. The bridge site data submitted by the region should contain information
regarding temporary lane widths and staging configurations. This information should be checked
to be certain that the existing bridge width, and the bridge roadway width during the intermediate
construction stages of the bridge are sufficient for the lane widths, shy distances, temporary
barriers, and construction room for the contractor. These temporary lane widths and shy distances
are noted on the Preliminary Plan. The temporary lane widths and shy distances on the roadway
beneath the bridge being widened should also be checked to ensure adequate clearance is
available for any substructure construction.
C. Construction Sequence
A construction sequence shall be developed using the traffic restriction data in the bridge site
data. The construction sequence shall take into account the necessary steps for construction of
the bridge widening including both the substructure and superstructure. Placement of equipment
is critical because of limited access and working space limitations. Space is required for cranes
to construct shafts and erect the girders. Consult the Construction Support Unit for crane
information, such as: boom angle, capacities, working loads, working radius, and crane footprint.
Construction work off of and adjacent to the structure and the requirements of traffic flow on
and below the structure shall be taken into account. Generally, cranes are not allowed to lift
loads while supported from the existing structure. Checks shall be made to be certain that girder
spacing, closure pours, and removal work are all compatible with the traffic arrangements.
Projects with several bridges being widened at the same time should have sequencing that is
compatible with the Region’s traffic plans during construction and that allow the Contractor
room to work. It is important to meet with the Region project staff to assure that the construction
staging and channelization of traffic during construction is feasible and minimizes impact to the
traveling public.

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2.3.5  Detour Structures

A. Bridge Width
The lane widths, shy distances, and overall roadway widths for detour structures are determined
by the Region. Review and approval of detour roadway widths is done by the HQ Traffic Office.
B. Live Load
All detour structures shall be designed for 75% of HL 93 live load unless approved otherwise
by the Bridge Design Engineer. Construction requirements, such as a year long expected use,
and staging are sufficient reasons to justify designing for a higher live load of HL-93. Use of an
HL 93 live load shall be approved by the Bridge Design Engineer.

2.3.6  Retaining Walls and Noise Walls

The requirements for Preliminary Plans for retaining walls and noise walls are similar to the
requirements for bridges. The plan and elevation views define the overall limits and the geometry
of the wall. The section view will show general structural elements that are part of the wall and the
surface finish of the wall face.
The most common types of walls are outlined in Chapter 8 of the Bridge Design Manual and Chapter
1130 of the Design Manual. The Bridge and Structures Office is responsible for Preliminary Plans
for all nonstandard walls (retaining walls and noise walls) as spelled out in Chapter 1130 of the
Design Manual.

2.3.7  Bridge Deck Drainage

The HQ Hydraulics Office provides a review of the Preliminary Plan with respect to the requirements
for bridge deck drainage. An 11x17 print shall be provided to the HQ Hydraulics Office for their
review as soon as the Preliminary Plan has been developed. The length and width of the structure,
profile grade, superelevation diagram, and any other pertinent information (such as locations of
drainage off the structure) should be shown on the plan. For work with existing structures, the
locations of any and all bridge drains shall be noted.
The HQ Hydraulics Office or the Region Hydraulics staff will determine the type of drains necessary
(if any), the location, and spacing requirements. They will furnish any details or modifications
required for special drains or special situations.
If low points of sag vertical curves or superelevation crossovers occur within the limits of the bridge,
the region should be asked to revise their geometrics to place these features outside the limits of the
bridge. If such revisions cannot be made, the HQ Hydraulics Office will provide details to handle
drainage with bridge drains on the structure.

2.3.8  Bridge Deck Protective Systems

The Preliminary Plan shall note in the lower left margin the type of deck protective system to be
utilized on the bridge. The most commonly used systems are described in Section 5.7.4 of the Bridge
Design Manual.
New construction will generally be System 1 (2½ inch concrete top cover plus epoxy-coated rebars
for the top mat). System 2 (MC overlay) and System 3 (HMA overlay) are to be used on new
construction that require overlays and on widenings for major structures. The type of overlay to be
used should be noted in the bridge site data submitted by the Region. The bridge condition report will
indicate the preference of the Deck Systems Specialist in the Bridge and Structures Office.

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2.3.9  Construction Clearances

Most projects involve construction in and around traffic. Both traffic and construction must be
accommodated. Construction clearances and working room must be reviewed at the preliminary plan
stage to verify bridge constructability.
For construction clearances for roadways, the Region shall supply the necessary traffic staging
information with the bridge site data. This includes temporary lane widths and shoulder or shy
distances, allowable or necessary alignment shifts, and any special minimum vertical clearances. With
this information, the designer can establish the falsework opening or construction opening.
The horizontal dimension of the falsework or construction opening shall be measured normal to
the alignment of the road which the falsework spans. The horizontal dimension of the falsework
or construction opening shall be the sum of the temporary traffic lane widths and shoulder or shy
distances, plus two 2-foot widths for the temporary concrete barriers, plus additional 2 feet shy
distances behind the temporary barriers. For multi-span falsework openings, a minimum of 2 feet,
and preferably 4 feet, shall be used for the interior support width. This interior support shall also
have 2 feet shy on both sides to the two 2-foot wide temporary concrete barriers that will flank the
interior support.
The minimum vertical clearance of the construction opening shall normally be 16 feet 6 inches or as
specified by the Region. The vertical space available for the falsework must be deep to accommodate
the falsework stringers, camber strips, deck, and all deflections. If the necessary depth is greater than
the space available, either the minimum vertical clearance for the falsework shall be reduced or the
horizontal clearance and span for the falsework shall be reduced, or the profile grade of the structure
shall be raised. Any of these alternatives shall be approved by the Region.
Once the construction clearances have been determined the designer should meet with the region to
review the construction clearances to ensure compatibility with the construction staging. This review
should take place prior to finalizing the preliminary bridge plan.
For railroads see Section 2.3.2H.

2.3.10  Design Guides for Falsework Depth Requirements

Where falsework is required to support construction of cast-in-place superstructure or segmental
elements, the designer of the Preliminary Plan shall confirm with the Region the minimum
construction opening. See Section 2.3.9
The bridge designer shall consult with the Construction Support Engineer on falsework depth
requirements outlined below.
Bridge designers shall evaluate falsework depth requirements based on the following guidelines:
A. Falsework Spans < 36 feet and No Skews
No design is necessary. Provide for minimum vertical clearance and a minimum falsework depth
of 4 feet to accommodate:
W36X___ steel beam sections
¾-inch camber strip
⅝-inch plywood
4x4 joists
6-inch depth for segmental falsework release

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B. Falsework Spans > 36 feet or Spans with Skews or Limited Falsework Depth
While the falsework or construction openings are measured normal to the alignment which the
falsework spans, the falsework span is measured parallel to the bridge alignment.
The Preliminary Plan designer shall perform preliminary design of the falsework sufficiently to
determine its geometric and structural feasibility. Shallow, heavy, close-spaced wide-flange steel
beams may be required to meet the span requirements within the available depth. The preliminary
design shall be based on design guides in the Standard Specifications 6-02.3(17). Beams shall
be designed parallel to the longitudinal axis of the bridge. The falsework span deflection shall
be limited according to the Standard Specifications 6-02.3(17)B: generally span/360 for a
single concrete placement, such as a slab, and span/500 for successive concrete placement
forming a composite structure. This limits the stresses in the new structure from the construction
and concrete placement sequences. Beam sizes shall be shown in the final plans (and in the
Preliminary Plans as required) with the Contractor having the option of submitting an alternate
design. The designer shall verify availability of the beam sizes shown in the plans.
C. Bridge Widenings
For bridge widenings where the available depth for the falsework is fixed, designers shall design
falsework using shallower and heavier steel beams to fit within the available depth. Beam sizes
and details shall be shown in the final plans (and in the Preliminary Plans as required) with the
Contractor having the option of using an alternate design. The designer shall verify availability of
the beam sizes shown in the plans.
In some cases it may be appropriate to consider a shallower superstructure widening, but with
similar stiffness, in order to accommodate the falsework and vertical clearance.
D. Bridge with Skews
Falsework beams shall be laid out and designed for spans parallel to the bridge centerline or
perpendicular to the main axis of bending. The centerline of falsework beams shall be located
within 2 feet of the bridge girder stems and preferably directly under the stems or webs in
accordance with Standard Specification Section 6-02.3(17)E. Falsework beams placed normal to
the skew or splayed complicate camber calculations and shall be avoided.

2.3.11  Inspection and Maintenance Access

A. General
FHWA mandates that bridges be inspected every two years. The BPO inspectors are required
to access bridge components to within 3 feet for visual inspection and to access bearings close
enough to measure movement. Maintenance personnel need to access damaged members and
locations that may collect debris. This is accomplished by using many methods. Safety cables,
ladders, bucket trucks, Under Bridge Inspection Truck (UBIT), (see Figure 2.3.11-1), and under
bridge travelers are just a few of the most common methods. Preliminary Plan designers need to
be aware of these requirements and prepare designs that allow access for bridge inspectors and
maintenance personnel throughout the Preliminary Plan and TS&L planning phases.

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




 



 


Limits of Under Bridge Inspection Truck
Figure 2.3.11-1

B. Safety Cables
Safety cables strung on steel plate girders or trusses allow for walking access. Care must be given
to the application and location. Built-up plate girder bridges are detailed with a safety cable for
inspectors walking the bottom flange. However, when the girders become more than 8 feet deep,
the inspection of the top flange and top lateral connections becomes difficult to access. It is not
feasible for the inspectors to stand on the bottom flanges when the girders are less than 5 feet
deep. On large trusses, large gusset plates (3 feet or more wide) are difficult to circumvent. Tie-
off cables are best located on the interior side of the exterior girder of the bridge except at large
gusset plates. At these locations, cables or lanyard anchors should be placed on the inside face of
the truss so inspectors can utilize bottom lateral gusset plates to stand on while traversing around
the main truss gusset plates.
C. Travelers
Under bridge travelers, placed on rails that remain permanently on the bridge, can be considered
on large steel structures. This is an expensive option, but it should be evaluated for large
bridges with high ADT because access to the bridge would be limited by traffic windows that
specify when a lane can be closed. Some bridges are restricted to weekend UBIT inspection
for this reason.
D. Abutment Slopes
Slopes in front of abutments shall provide enough overhead clearance to the bottom of
the superstructure to access bearings for inspection and possible replacement (usually
3 feet minimum).

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2.4  Selection of Structure Type

2.4.1  Bridge Types
See Appendix sheet 2.4-A1 for a bar graph comparing structure type, span range and cost range.
The required superstructure depth is determined during the preliminary plan development process.
The AASHTO LRFD Specifications in Table 2.5.2.6.3 show traditional minimum depths for constant
depth superstructures. WSDOT has developed superstructure depth-to-span ratios based on past
experience.
The AASHTO LRFD Specifications, Section 2.5.2.6.1, states that it is optional to check deflection
criteria, except in a few specific cases. The WSDOT criteria is to check the live load deflection for all
structures as specified in AASHTO LRFD Specifications, Section 3.6.1.3.2 and 2.5.2.6.2.
The superstructure depth is used to establish the vertical clearance that is available below the
superstructure. For preliminary plans, the designer should use the more conservative depth
determined from either the AASHTO LRFD criteria or the WSDOT criteria outlined below. In either
case, the minimum depth includes the deck thickness. For both simple and continuous spans, the span
length is the horizontal distance between centerlines of bearings.
The superstructure depth may be refined during the final design phase. It is assumed that any
refinement will result in a reduced superstructure depth so the vertical clearance is not reduced from
that shown in the preliminary plan. However, when profile grade limitations restrict superstructure
depth, the preliminary plan designer shall investigate and/or work with the structural designer to
determine a superstructure type and depth that will fit the requirements.
A. Reinforced Concrete Slab
l. Application
Used for simple and continuous spans up to 60 feet.
2. Characteristics
Design details and falsework relatively simple. Shortest construction time for any cast-in-
place structure. Correction for anticipated falsework settlement must be included in the dead
load camber curve because of the single concrete placement sequence.
3. Depth/Span Ratios
a. Constant depth
Simple span /
1 22

Continuous spans /
1 25

b. Variable depth
Adjust ratios to account for change in relative stiffness of positive and negative
moment sections.

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B. Reinforced Concrete Tee-Beam

1. Application
This type of Super Structure is not recommended for new bridges. It could only be used for
bridge widening and bridges with tight curvature or unusual geometry.
Used for continuous spans 30 feet to 60 feet. Has been used for longer spans with inclined
leg piers.
2. Characteristics
Forming and falsework is more complicated than for a concrete slab. Construction time is
longer than for a concrete slab.
3. Depth/Span Ratios
a. Constant depth
Simple spans /
1 13

Continuous spans /
1 15

b. Variable depth
Adjust ratios to account for change in relative stiffness of positive and negative
moment sections.
C. Reinforced Concrete Box Girder
WSDOT restricts the use of Cast-in-place reinforced concrete box girder for bridge
superstructure. This type of superstructure may only be used for bridges with tight curvatures
or irregular geometry upon Bridge Engineer's approval.
1. Application
This type of Super Structure is not recommended for new bridges. It could only be used for
bridge widening and bridges with tight curvature or unusual geometry.
Used for continuous spans 50 feet to 120 feet. Maximum simple span 100 feet to limit
excessive dead load deflections.
2. Characteristics
Forming and falsework is somewhat complicated. Construction time is approximately the
same as for a tee-beam. High torsional resistance makes it desirable for curved alignments.
3. Depth/Span Ratios*
a. Constant depth
Simple spans /
1 18

Continuous spans /
1 20

b. Variable depth
Adjust ratios to account for change in relative stiffness of positive and negative moment
sections.
*If the configuration of the exterior web is sloped and curved, a larger depth/span ratio
may be necessary.

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D. Post-Tensioned Concrete Box Girder

1. Application
Normally used for continuous spans longer than 120 feet or simple spans longer than
100 feet. Should be considered for shorter spans if a shallower structure depth is needed.
2. Characteristics
Construction time is somewhat longer due to post-tensioning operations. High torsional
resistance makes it desirable for curved alignments.
3. Depth/Span Ratios*
a. Constant depth
Simple spans /
1 20.5

Continuous spans /
1 25

b. Variable depth
Two span structures
At Center of span /
1 25

At Intermediate pier /
1 12.5

Multi-span structures
At Center of span /
1 36

At Intermediate pier /
1 18

*If the configuration of the exterior web is sloped and curved, a larger depth/span ratio
may be necessary.
E. Prestressed Concrete Sections
1. Application
Local precast fabricators have several standard forms available for precast concrete sections
based on the WSDOT standard girder series. These are versatile enough to cover a wide
variety of span lengths.
WSDOT standard girders are:
a. WF95G, WF83G, WF74G, WF58G, WF50G, WF42G, W74G, W58G, W50G, and W42G
precast, prestressed concrete I-girders requiring a cast-in-place concrete roadway deck
used for spans less than 200 feet. The number (eg. 95) specifies the girder depth in inches.
WF95PTG, WF83PTG and WF74PTG post-tensioned, precast segmental I–girders with
cast–in–place concrete roadway deck use for simple span up to 230 feet, and continuous
span up to 250 feet with continuous post-tensioning over the intermediate piers.
b. U**G* and UF**G* precast, prestressed concrete tub girders requiring a cast–in–place
concrete roadway deck are used for spans less than 140 feet. “U” specifies webs without
flanges, “UF” specifies webs with flanges, ** specifies the girder depth in inches, and *
specifies the bottom flange width in feet. U**G* girders have been precast as shallow as
26 inches.
Post-tensioned, precast, prestressed tub girders with cast–in–place concrete roadway deck
are used for simple span up to 160 feet. and continuous span up to 200 feet.

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c. W65DG, W53DG, W41DG, and W35DG precast, prestressed concrete decked bulb tee
girders requiring an HMA overlay roadway surface used for span less than 150 feet, with
the Average Daily Truck (ADT) limitation of 30,000 or less.
d. W62BTG, W50BTG, W38BT6, and W32BTG precast, prestressed concrete bulb tee
girders requiring a cast-in-place concrete deck for simple spans up to 120 feet.
e. 12-inch, 18-inch, and 26-inch precast, prestressed slabs requiring 5 inch minimum cast-
in-place slab used for spans less than 90 feet.
f. 26-inch precast, prestressed ribbed girder, deck double tee, used for span less than
60 feet, and double tee members requiring an HMA overlay roadway surface used for
span less than 40 feet.
2. Characteristics
Superstructure design is quick for pretensioned girders with proven user-friendly software
(PGSuper, PGSplice, and QConBridge)
Construction details and forming are fairly simple. Construction time is less than for a
cast‑in‑place bridge. Little or no falsework is required. Falsework over traffic is usually not
required; construction time over existing traffic is reduced.
Precast girders usually require that the bridge roadway superelevation transitions begin and
end at or near piers; location of piers should consider this. The Region may be requested to
adjust these transition points if possible.
Fully reinforced, composite 8 inch cast-in-place deck slabs continuous over interior piers or
reinforced 5 inch cast-in-place deck slabs continuous over interior piers have been used with
e. and f.
F. Composite Steel Plate Girder
1. Application
Used for simple spans up to 260 feet and for continuous spans from 120 to 400 feet.
Relatively low dead load when compared to a concrete superstructure makes this bridge type
an asset in areas where foundation materials are poor.
2. Characteristics
Construction details and forming are fairly simple Construction time is comparatively short.
Shipping and erecting of large sections must be reviewed. Cost of maintenance is higher than
for concrete bridges. Current cost information should be considered because of changing steel
market conditions.
3. Depth/Span Ratios
a. Constant depth
Simple spans /
1 22

Continuous spans /
1 25

b. Variable depth
@ Center of span /
1 40

@ Intermediate pier /
1 20

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G. Composite Steel Box Girder

1. Use
Used for simple spans up to 260 feet and for continuous spans from 120 to 400 feet.
Relatively low dead load when compared to a concrete superstructure makes this bridge type
an asset in areas where foundation materials are poor.
2. Characteristics
Construction details and forming are more difficult than for a steel plate girder. Shipping and
erecting of large sections must be reviewed. Current cost information should be considered
because of changing steel market conditions.
3. Depth/Span Ratios
a. Constant depth
Simple spans /
1 22

Continuous spans /
1 25

b. Variable depth
At Center of span /
1 40

At Intermediate pier /
1 20

Note: Sloping webs are not used on box girders of variable depth.
H. Steel Truss
1. Application
Used for simple spans up to 300 feet and for continuous spans up to 1,200 feet. Used where
vertical clearance requirements dictate a shallow superstructure and long spans or where
terrain dictates long spans and construction by cantilever method.
2. Characteristics
Construction details are numerous and can be complex. Cantilever construction method can
facilitate construction over inaccessible areas. Through trusses are discouraged because of the
resulting restricted horizontal and vertical clearances for the roadway.
3. Depth/Span Ratios
a. Simple spans /
1 6

b. Continuous spans
@ Center of span /
1 18

@ Intermediate pier /
1 9

I. Segmental Concrete Box Girder

1. Application
Used for continuous spans from 200 to 700 feet. Used where site dictates long spans and
construction by cantilever method.
2. Characteristics
Use of travelers for the form apparatus facilitates the cantilever construction method enabling
long-span construction without falsework. Precast concrete segments may be used. Tight
geometric control is required during construction to ensure proper alignment.

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3. Depth/Span Ratios
Variable depth
At Center of span /
1 50

At Intermediate pier /
1 20

J. Railroad Bridges
1. Use
For railway over highway grade separations, most railroad companies prefer simple span steel
construction. This is to simplify repair and reconstruction in the event of derailment or some
other damage to the structure.
2. Characteristics
The heavier loads of the railroad live load require deeper and stiffer members than for
highway bridges. Through girders can be used to reduce overall structure depth if the railroad
concurs. Piers should be normal to the railroad to eliminate skew loading effects.
3. Depth/Span Ratios
Constant depth
Simple spans /
1 12

Continuous two span /

1 14

Continuous multi-span 1/15

K. Timber
1. Use
Generally used for spans under 40 feet. Usually used for detour bridges and other temporary
structures. Timber bridges are not recommend for WSDOT Bridges.
2. Characteristics
Excellent for short-term duration as for a detour. Simple design and details.
3. Depth/Span Ratios
Constant depth
Simple span – Timber beam /
1 10

Simple span – Glulam beam /

1 12

Continuous spans 1/14

L. Other
Bridge types such as cable-stayed, suspension, arch, tied arch, and floating bridges have special
and limited applications. The use of these bridge types is generally dictated by site conditions.
Preliminary design studies will generally be done when these types of structures are considered.

2.4.2  Wall Types

Retaining walls, wingwalls, curtain walls, and tall closed abutment walls may be used where required
to shorten spans or superstructure length or to reduce the width of approach fills. The process of
selecting a type of retaining wall should economically satisfy structural, functional, and aesthetic
requirements and other considerations relevant to a specific site. A detailed listing of the common
wall types and their characteristics can be found in Chapter 8 of the Bridge Design Manual.

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2.5  Aesthetic Considerations

2.5.1  General Visual Impact
Bridge, retaining walls and noise walls have a strong visual impact in any landscape. Steps must
be taken to assure that even the most basic structure will complement rather than detract from it's
surroundings. The EIS and bridge site data submitted by the Region should each contain a discussion
on the aesthetic importance of the project site. This commentary, together with submitted video and
photographs, will help the designer determine the appropriate structure type.
The State Bridge and Structures Architect should be contacted early in the preliminary bridge
plan process for input on aesthetics. Normally, a visit to the bridge site with the State Bridge and
Structures Architect and Region design personnel should be made.
Aesthetics is a very subjective element that must be factored into the design process in the otherwise
very quantitative field of structural engineering. Bridges that are well proportioned structurally
using the least material possible are generally well proportioned. However, the details such as pier
walls, columns, and crossbeams require special attention to ensure a structure that will enhance the
general vicinity.
For large projects incorporating several to many bridges and retaining walls, an architectural theme
is frequently developed to bring consistency in structure type, details, and architectural appointments.
The preliminary plan designer shall work with the State Bridge and Structures Architect to implement
the theme.

2.5.2  End Piers

A. Wingwalls
The size and exposure of the wingwall at the end pier should balance, visually, with the depth and
type of superstructure used. For example, a prestressed girder structure fits best visually with a
15‑foot wingwall (or curtain wall/retaining wall). However, there are instances where a 20‑foot
wingwall (or curtain wall/retaining wall) may be used with a prestressed girder (maximizing a
span in a remote area, for example or with deep girders where they are proportionally better in
appearance). The use of a 20‑foot wingwall shall be approved by the Bridge Design Engineer and
the State Bridge and Structures Architect.
It is less expensive for bridges of greater than 40 feet of overall width to be designed with
wingwalls (or curtain wall/retaining wall) than to use a longer superstructure.
B. Retaining Walls
For structures at sites where profile, right of way, and alignment dictate the use of high exposed
wall‑type abutments for the end piers, retaining walls that flank the approach roadway can be
used to retain the roadway fill and reduce the overall structure length. Stepped walls are often
used to break up the height, and allow for landscape planting. A curtain wall runs between the
bridge abutment and the heel of the abutment footing. In this way, the joint in the retaining wall
stem can coincide with the joint between the abutment footing and the retaining wall footing. This
simplifies design and provides a convenient breaking point between design responsibilities if the
retaining walls happen to be the responsibility of the Region. The length shown for the curtain
wall dimension is an estimated dimension based on experience and preliminary foundation
assumptions. It can be revised under design to satisfy the intent of having the wall joint coincide
with the end of the abutment footing.

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C. Slope Protection
The Region is responsible for making initial recommendations regarding slope protection.
It should be compatible with the site and should match what has been used at other bridges in
the vicinity. The type selected shall be shown on the Preliminary Plan. It shall be noted on the
“Not Included in Bridge Quantities” list.
D. Noise Walls
Approval of the State Bridge and Structures Architect is required for the final selection of noise
wall appearance, finish, materials and configuration.

2.5.3  Intermediate Piers

The size, shape, and spacing of the intermediate pier elements must satisfy two criteria. They must
be correctly sized and detailed to efficiently handle the structural loads required by the design and
shaped to enhance the aesthetics of the structure.
The primary view of the pier must be considered. For structures that cross over another roadway,
the primary view will be a section normal to the roadway. This may not always be the same view as
shown on the Preliminary Plan as with a skewed structure, for example. This primary view should be
the focus of the aesthetic review.
Tapers and flares on columns should be kept simple and structurally functional. Fabrication and
constructability of the formwork of the pier must be kept in mind. Crossbeam ends should be
carefully reviewed. Skewed bridges and bridges with steep profile grades or those in sharp vertical
curves will require special attention to detail.
Column spacing should not be so small as to create a cluttered look. Column spacing should be
proportioned to maintain a reasonable crossbeam span balance.

2.5.4  Barrier and Wall Surface Treatments

A. Plain Surface Finish
This finish will normally be used on structures that do not have a high degree of visibility or
where existing conditions warrant. A bridge in a remote area or a bridge among several existing
bridges all having a plain finish would be examples.
B. Fractured Fin Finish
This finish is the most common and an easy way to add a decorative texture to a structure.
Variations on this type of finish can be used for special cases. The specific areas to receive this
finish should be reviewed with the State Bridge and Structures Architect.
C. Pigmented Sealer
The use of a pigmented sealer can also be an aesthetic enhancement. The particular hue can be
selected to blend with the surrounding terrain. Most commonly, this would be considered in urban
areas. The selection should be reviewed with the Bridge Architect and the Region.
D. Architectural Details
Rustication grooves, relief panels, pilasters, and decorative finishes may visually improve
appearance at transitions between different structure types such as cast-in-place abutments to
structural earth retaining walls. Contact the State Bridge and Structures Architect for guidance.

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2.5.5  Superstructure
The horizontal elements of the bridge are perhaps the strongest features. The sizing of the structure
depth based on the span/depth ratios in Section 2.4.1, will generally produce a balanced relationship.
Designs rising to the level of "Art" shall be subject to the procedures outlined in the Design Manual.
Haunches or rounding of girders at the piers can enhance the structure’s appearance. The use of
such features should be kept within reason considering fabrication of materials and construction of
formwork. The amount of haunch should be carefully reviewed for overall balance from the primary
viewing perspective. Haunches are not limited to cast-in-place superstructures, but may be used in
special cases on precast, prestressed I girders. They require job-specific forms which increase cost,
and standard design software is not directly applicable.
The slab overhang dimension should approach that used for the structure depth. This dimension
should be balanced between what looks good for aesthetics and what is possible with a reasonable
slab thickness and reinforcement.
For box girders, the exterior webs can be sloped, but vertical webs are preferred. The amount of slope
should not exceed l½: l for structural reasons, and should be limited to 4:1 if sloped webs are desired.
Sloped webs should only be used in locations of high aesthetic impact.
When using precast, prestressed girders, all spans shall be the same series, unless approved otherwise
by the Bridge and Structures Engineer.

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2.6  Miscellaneous
2.6.1  Structure Costs
See Section 12.3 for preparing cost estimates for preliminary bridge design.

2.6.2  Handling and Shipping Precast Members and Steel Beams

Bridges utilizing precast concrete beams or steel beams need to have their access routes checked and
sites reviewed to be certain that the beams can be transported to the site. It must also be determined
that they can be erected once they reach the site.
Both the size and the weight of the beams must be checked. Likely routes to the site must be
adequate to handle the truck and trailer hauling the beams. Avoid narrow roads with sharp turns, steep
grades, and/or load‑rated bridges, which may prevent the beams from reaching the site. The Bridge
Preservation Office should be consulted for limitations on hauling lengths and weights.
Generally 200 kips is the maximum weight of a girder that may be hauled by truck. When the weight
of a prestressed concrete girder cast in one piece exceeds 160 kips, it may be required to include a
post-tensioned 2 or 3-piece option detailed in the contract plans.
The site should be reviewed for adequate space for the contractor to set up the cranes and equipment
necessary to pick up and place the girders. The reach and boom angle should be checked and should
accommodate standard cranes.

2.6.3  Salvage of Materials

When a bridge is being replaced or widened, the material being removed should be reviewed for
anything that WSDOT may want to salvage. Items such as aluminum rail, luminaire poles, sign
structures, and steel beams should be identified for possible salvage. The Region should be asked if
such items are to be salvaged since they will be responsible for storage and inventory of these items.

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2.7  WSDOT Standard Highway Bridge

2.7.1  Design Elements
The following are standard design elements for bridges carrying highway traffic. They are meant to
provide a generic base for consistent, clean looking bridges, and to reduce design and construction
costs. Modification of some elements may be required, depending on site conditions. This should be
determined on a case-by-case basis during the preliminary plan stage of the design process.
A. General
Fractured Fin Finish shall be used on the exterior face of the traffic barrier. All other surfaces
shall be Plain Surface Finish.
Exposed faces of wingwalls, columns, and abutments shall be vertical. The exterior face of the
traffic barrier and the end of the intermediate pier crossbeam and diaphragm shall have a 1:12
backslope.
B. Substructure
End piers use the following details:
15 feet wingwalls with prestressed girders up to 74 inches in depth or a combination of curtain
wall/retaining walls.
Stub abutment wall with vertical face. Footing elevation, pile type (if required), and setback
dimension are determined from recommendations in the Materials Laboratory Geotechnical
Services Branch Geotechnical Report.
Intermediate piers use the following details:
“Semi-raised” Crossbeams: The crossbeam below the girders is designed for the girder and slab
dead load, and construction loads. The crossbeam and the diaphragm together are designed for all
live loads and composite dead loads. The minimum depth of the crossbeam shall be 3 feet.
“Raised” Crossbeams: The crossbeam is at the same level as the girders are designed for all dead
and live loads. “Raised” crossbeams are only used in conjunction with Prestressed Concrete Tub
Girders.
Round Columns: Columns shall be 3 feet to 6 feet in diameter. Dimensions are constant full
height with no tapers. Bridges with roadway widths of 40 feet or less will generally be single
column piers. Bridges with roadway widths of greater the 40 feet shall have two or more
columns, following the criteria established in Section 2.3.1.H. Oval or rectangular column may be
used if required for structural performance or bridge visual.
C. Superstructure
Concrete Slab: 7½ inch minimum thickness, with the top and bottom mat being epoxy coated
steel reinforcing bars.
Prestressed Girders: Girder spacing will vary depending on roadway width and span length. The
slab overhang dimension is approximately half of the girder spacing. Girder spacing typically
ranges between 6 feet and 12 feet.
Intermediate Diaphragms: Locate at the midspan for girders up to 80 feet long. Locate at third
points for girders between 80 feet and 150 feet long and at quarter points for spans over 150 feet.
End Diaphragms: “End Wall on Girder” type.
Traffic Barrier: “F-shape” or Single-sloped barrier.

Bridge Design Manual  M 23-50.02 Page 2.7-1

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Preliminary Design Chapter 2

Fixed Diaphragm at Inter. Piers: Full or partial width of crossbeam between girders and outside of
the exterior girders.
Hinged Diaphragm at Inter. Piers: Partial width of crossbeam between girders. Sloped curtain
panel full width of crossbeam outside of exterior girders, fixed to ends of crossbeam.
BP Rail: 3 feet 6 inches overall height for pedestrian traffic. 4 feet 6 inches overall height for
bicycle traffic.
Sidewalk: 6-inch height at curb line. Transverse slope of -0.02 feet per foot towards the curb line.
Sidewalk barrier: Inside face is vertical. Outside face slopes 1:12 outward.
D. Examples
Appendices 2.3-A2-1 and 2.7-A1-1 detail the standard design elements of a standard highway
bridge.
The following bridges are good examples of a standard highway bridge. However, they do have
some modifications to the standard.
SR 17 Undercrossing 395/110 Contract 3785
Mullenix Road Overcrossing 16/203E&W Contract 4143

2.7.2  Detailing the Preliminary Plan

The Bridge Preliminary Plan is used and reviewed by the Bridge and Structures Office or consultant
who will do the structural design, Region designers and managers, Geotechnical engineers,
Hydraulics engineers, Program managers, FHWA engineers and local agency designers and managers.
It sometimes is used in public presentation of projects. With such visibility it is important that it's
detailing is clear, complete, professional, and attractive. The designer, detailer, and checker shall
strive for completeness and consistency in information, layout, line style, and fonts. Appendix B
contains examples of Preliminary Plans following time-proven format that may be helpful. See also
Chapter 11, Detailing Practice.
Typical sheet layout is as follows:
1. Plan and Elevation views. (This sheet ultimately becomes the Layout sheet of the design plan set)
2. Typical Section including details of stage construction.
Superelevation diagrams, tables of existing elevations, Notes to Region, and other miscellaneous
details as required shall go on Sheet 2, 3, or 4, as many as are required. See also the Preliminary
Plan Checklist for details, dimensions, and notes typically required. The completed plan sheets
shall be reviewed for consistency by the Preliminary Plans Detailing Specialist.

Page 2.7-2 Bridge Design Manual  M 23-50.02

May 2008
Chapter 2 Preliminary Design

2.99  Bibliography
1. Federal Highway Administration (FHWA) publication Federal Aid Highway Program Manual.
FHWA Order 5520.1 (dated December 24, 1990) contains the criteria pertaining to Type, Size,
and Location studies.
Volume 6, Chapter 6, Section 2, Subsection 1, Attachment 1 (Transmittal 425) contains the
criteria pertaining to railroad undercrossings and overcrossings.
2. Washington Utilities and Transportation Commission Clearance Rules and Regulations
Governing Common Carrier Railroads.
3. American Railway Engineering and Maintenance Association (AREMA) Manual for Railroad
Engineering. Note: This manual is used as the basic design and geometric criteria by all railroads.
Use these criteria unless superseded by FHWA or WSDOT criteria.
4. Washington State Department of Transportation (WSDOT) Design Manual (M 22-01).
5. Local Agency Guidelines (M 36-63).
6. American Association of State Highway and Transportation Officials AASHTO LRFD Bridge
Design Specification.
7. The Union Pacific Railroad “Guidelines for Design of Highway Separation Structures over
Railroad (Overhead Grade Separation)”

Bridge Design Manual  M 23-50.02 Page 2.99-1

May 2008
Preliminary Design Chapter 2

Page 2.99-2 Bridge Design Manual  M 23-50.02

May 2008
Appendix 2.2-A1 Bridge Site Date General

Bridge Site Data

General
Region Made By Date

Bridge Information
SR Bridge Name Control Section Project No.

Highway Section Section, Township & Range Datum

Structure width between curbs ? What are expected foundation conditions?

Will the structure be widened in a When can foundation drilling be accomplished?

contract subsequent to this contract ? Yes No N/A
Which side and amount ?
Is slope protection or riprap required for the bridge end slopes?
Will the roadway under the structure be widened in the future? Yes No N/A
Yes No N/A Are sidewalks to be provided? Yes No N/A
Stage construction requirements?
Yes No N/A If Yes, which side and width?
Should the additional clearance for off-track railroad maintenance
equipment be provided? Will sidewalks carry bicycle traffic?
Yes No N/A
Can a pier be placed in the median? Will signs or illumination be attached to the structure?
Yes No N/A
Yes No N/A
What are the required falsework or construction opening dimensions ?
Will utility conduits be incorporated in the bridge?
Yes No N/A
Are there detour or shoofly bridge requirements?
(If Yes, attach drawings) What do the bridge barriers transition to?
Yes No N/A
Can the R/W be adjusted to accommodate toe of approach fills?
Yes No N/A
Furnish type and location of existing features within the limits of this
What is the required vertical clearance? project, such as retaining walls, sign support structures, utilities,
buildings, powerlines, etc.
What is the available depth for superstructure?

Are overlays planned for a contract subsequent to this contract?

Yes No N/A
Can profile be revised to provide greater Any other data relative to selection of type, including your
or less clearance? Yes No N/A recommendations?
If Yes, which line and how much?

Will bridge be constructed before, with or after approach fill?

Before With After N/A

Attachments
Vicinity Map

Bridge Site Contour Map

Specific Roadway sections at bridge site and approved roadway sections

Vertical Profile Data

Horizontal Curve Data

Superelevation Transition Diagrams

Tabulated field surveyed and measured stations, offsets, and elevations of existing roadways

Photographs and video tape of structure site, adjacent existing structures and surrounding terrain

DOT Form 235-002 EF

Revised 1/2000

Bridge Design Manual M 23-50.02 Page 2.2-A1-1

May 2008
Preliminary Design Chapter 2

Page 2.2-A1-2 Bridge Design Manual  M 23-50.02

May 2008
Appendix 2.2-A2 Bridge Site Date Rehabilitation

Bridge Site Data Rehabilitation

Region Made By Date

Bridge Information
SR Bridge Name Control Section Project No.

Highway Section Section, Township & Range Vertical Datum

Existing roadway width, curb to curb Left of CL Right of CL

Proposed roadway width, curb to curb Left of CL Right of CL

Existing wearing surface (concrete, HMA, HMA w /membrane, MC, epoxy, other) Thickness

Existing drains to be plugged, modified, moved, other?

Proposed overlay (HMA, HMA w /membrame, MC, epoxy) Thickness

Is bridge rail to be modified? Yes No

Existing rail type

Proposed rail replacement type

Will terminal design “F” be required? Yes No

Will utilities be placed in the new barrier? Yes No
Will the structure be overlayed with or after rail replacement? With Rail Replacement After Rail Replacement
Condition of existing expansion joints

Existing expansion joints watertight? Yes No

@ curb line @ CL roadway @ curb line
Measure width of existing expansion joint, normal to skew. Inch Inch Inch

Estimate structure temperature at time of expansion joint measurement

Type of existing expansion joint

Describe damage, if any, to existing expansion joints

Existing Vertical Clearance

Proposed Vertical Clearance (at curb lines of traffic barrier)

Attachments
Video tape of project

Sketch indicating points at which expansion joint width was measured.

Photographs of existing expansion joints.

Existing deck chloride and delamination data.

Roadway deck elevations at curb lines (10-foot spacing)

DOT Form 235-002A EF

Revised 5/05

Bridge Design Manual M 23-50.02 Page 2.2-A2-1

May 2008
Preliminary Design Chapter 2

Page 2.2-A2-2 Bridge Design Manual  M 23-50.02

May 2008
Appendix 2.2-A3 Bridge Site Date Stream Crossing

Bridge Site Data

Stream Crossings
Region Made By Date

Bridge Information
SR Bridge Name Control Section Project No.

Highway Section Section, Township & Range Datum

Name of Stream Tributary of

Elevation of W.S. Stream Velocity Depth of Flow

(@ date of survey) (fps @ date of survey) (@ date of survey)

Max Highwater Elevation @ Date

Normal Highwater Elevation @ Date

Normal Stage Elevation @ Date

Extreme Low Water Elevation @ Date

Amount and Character of Drift

Streambed Material

Datum (i.e., USC and GS, USGS, etc.)

Manning’s “N” Value (Est.)

Attachments
Site Contour Map (See Sect. 7.02.00 Highway Hydraulic Manual)

Highway Alignment and Profile (refer to map and profiles)

Streambed: Profile and Cross Sections (500 ft. upstream and downstream)

Photographs

Character of Stream Banks (i.e., rock, silt, etc.) / Location of Solid Rock

Other Data Relative to Selection of Type and Design of Bridge, Including your Recommendations (i.e., requirements of riprap,
permission of piers in channel, etc.)

DOT Form 235-001 EF

Revised 3/97

Bridge Design Manual M 23-50.02 Page 2.2-A3-1

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Preliminary Design Chapter 2

Page 2.2-A3-2 Bridge Design Manual  M 23-50.02

May 2008
Appendix 2.2-A4 Preliminary Plan Checklist
Project __________________ SR______ Prelim. Plan by _____ Check by _____ Date_____
PLAN MISCELLANEOUS
___  Survey Lines and Station Ticks ___  Structure Type
___  Survey Line Intersection Angles ___  Live Loading
___  Survey Line Intersection Stations ___  Undercrossing Alignment Profiles/Elevs.
___  Survey Line Bearings ___  Superelevation Diagrams
___  Roadway and Median Widths ___  Curve Data
___  Lane and Shoulder Widths ___  Riprap Detail
___  Sidewalk Width ___  Plan Approval Block
___  Connection/Widening for Guardrail/Barrier ___  Notes to Region
___  Profile Grade and Pivot Point ___  Names and Signatures
___  Roadway Superelevation Rate (if constant) ___  Not Included in Bridge Quantities List
___  Lane Taper and Channelization Data ___  Inspection and Maintenance Access
___  Traffic Arrows
___  Mileage to Junctions along Mainline
ELEVATION
___  Back to Back of Pavement Seats
___  Full Length Reference Elevation Line
___  Span Lengths
___  Existing Ground Line x ft. Rt of
___  Lengths of Walls next to/part of Bridge Survey Line
___  Pier Skew Angle ___  End Slope Rate
___  Bridge Drains, or Inlets off Bridge ___  Slope Protection
___  Existing drainage structures ___  Pier Stations and Grade Elevations
___  Existing utilities Type, Size, and Location ___  Profile Grade Vertical Curves
___  New utilities - Type, Size, and Location ___  BP/Pedestrian Rail
___  Luminaires, Junction Boxes, Conduits ___  Barrier/Wall Face Treatment
___  Bridge mounted Signs and Supports ___  Construction/Falsework Openings
___  Contours ___  Minimum Vertical Clearances
___  Top of Cut, Toe of Fill ___  Water Surface Elevations and Flow Data
___  Bottom of Ditches ___  Riprap
___  Test Holes (if available) ___  Seal Vent Elevation
___  Riprap Limits ___  Datum
___  Stream Flow Arrow ___  Grade elevations shown are equal to …
___  R/W Lines and/or Easement Lines ___  For Embankment details at bridge ends...
___  Points of Minimum Vertical Clearance ___  Indicate F, H, or E at abutments and piers
___  Horizontal Clearance
___  Exist. Bridge No. (to be removed, widened)
___  Section, Township, Range
___  City or Town
___  North Arrow
___  SR Number
___  Bearing of Piers, or note if radial

Bridge Design Manual  M 23-50.02 Page 2.2-A4-1

May 2008
Preliminary Design Chapter 2

TYPICAL SECTION
___  Bridge Roadway Width
___  Lane and Shoulder Widths
___  Profile Grade and Pivot Point
___  Superelevation Rate
___  Survey Line
___  Overlay Type and Depth
___  Barrier Face Treatment
___  Limits of Pigmented Sealer
___  BP/Pedestrian Rail dimensions
___  Stage Construction, Stage traffic
___  Locations of Temporary Concrete Barrier
___  Closure Pour
___  Structure Depth/Prestressed Girder Type
___  Conduits/Utilities in bridge
___  Substructure Dimensions

LEFT MARGIN
___  Job Number
___  Bridge (before/with/after) Approach Fills
___  Structure Depth/Prestressed Girder Type
___  Deck Protective System
___  Coast Guard Permit Status
(Requirement for all water crossing)
___  Railroad Agreement Status
___  Points of Minimum Vertical Clearance
___  Cast-in-Place Concrete Strength

RIGHT MARGIN
___  Control Section
___  Project Number
___  Region
___  Highway Section
___  SR Number
___  Structure Name

Page 2.2-A4-2 Bridge Design Manual  M 23-50.02

May 2008
 Bridge Stage
Appendix 2.3-A1 Construction Comparison


   
 









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
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
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

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


Bridge Design Manual M 23-50.02 Page 2.3-A1-1

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Preliminary Design Chapter 2

Page 2.3-A1-2 Bridge Design Manual  M 23-50.02

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 
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
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

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












 





Preliminary Design Chapter 2

Page 2.4-A1-2 Bridge Design Manual  M 23-50.02

May 2008
 
  

 
                       

  


   



   




  

  

  

  

  

  

  

  

  

  

  

  

  

  

  


  

  

  

  

  


  

  





Preliminary Design Chapter 2

Page 2.4-A1-2 Bridge Design Manual  M 23-50.02

May 2008
 
 


 
 




  
 






   



















Preliminary Design Chapter 2

Page 2.7-A1-2 Bridge Design Manual  M 23-50.02

May 2008
 

 

 

 


 
 
  
     
  
  

 















 


 








  















 
  
 









   
 
 













 

 
 





 


  












 





   


 
  
  

 





  

 






 
  
   

 
  
  
 

  
 









 

  
 

 
 
 
 
  
 





 



 







  


 



 









 
 






    




  



 





 
 





















 



















  

 
























 






 


 

 


 
 
 

 






 






 

   

    
  
 

  

  


 
  












 

 

 
 


 








 
 










   
  
  
    
     

     



 









 



 

  


  








 



 

 



 
   






   
  
 



 
 





 


 


  















 






 
 
 
 
    
  
  


 




 


 



 
 
  
 

 









 





 



 





 


  



  
   
    
    
  
      
  
  
   
    
 
     
 
     

    
     
  
    
  
 

  
 
  
  
  
 




   
   
    





  
 


   
 
 
  


  

 
 
 

 
   
  
   
 







 



 

 


 









     

      

 




 







  






  
 





 









 
 
   

   






    











 
  













































   
 

      
  
   
       
     
  

 
      
       
  
 
    
 
  






   


 
 


 
 

  










 





 


  








 





























 



   
 







 




   

   





  









 






















 
 
   
    





 
  
  

  
  




  

   

  

 
 





 




 
 








  
  
   







  


  

 
 

  
 
 
 

 
 




 


 

     

     

  

 

    

  
 


     
     





 

 
 


  
 
 













  



 





    


 
 

  













 
    
  
  

  
       
    
       
    
       
    
       
    
       
    
       
    
       
    
       
    
       
    
       
         
         
            
            
            
            
            
            
            
            
            
            
            
            
            
            
             
    
      
    
     
     

     
 

     


    

    
    
    
 
     
     
    
    
    
    
    
    
    
     
     
    
    
    
  
  

  





Preliminary Design Chapter 2

Page 2-B-10 Bridge Design Manual  M 23-50.02

May 2008
 
 

   

  











 






 

 







 

 
 




 

 

  


  



   

 







  


  









Preliminary Design Chapter 2

Page 2.3-B2-2 Bridge Design Manual  M 23-50.02

May 2008