State of Georgia

Department of Transportation

Bridge and Structures

Design Manual

Bridge and Structures

Design Manual
8/10/2018
Revision 2.7
Atlanta, Georgia 30308
 Disclaimer
This manual is intended to be an aid to designers working on projects for the Georgia
Department of Transportation. It is not to be used as a substitute for sound engineering
practice and will be used at one’s own risk. The Georgia Department of Transportation and
the authors of this document are not responsible for the consequences of the use and
misuse of the contents of this document.

The latest version of this document is available at:

http://www.dot.ga.gov/PartnerSmart/DesignManuals/BridgeandStructure/GDOT_Bridge_and
_Structures_Policy_Manual.pdf

Other helpful links:

GDOT Bridge Design Home Page:

http://www.dot.ga.gov/PS/DesignSoftware/Bridge

GDOT Bridge Design Software:

http://www.dot.ga.gov/PartnerSmart/DesignSoftware/Pages/Bridge.aspx#tab-3

GDOT Bridge Microstation Customization:

http://www.dot.ga.gov/PartnerSmart/DesignSoftware/Pages/Bridge.aspx#tab-2

GDOT Bridge Design Basic Drawings:

http://www.dot.ga.gov/PartnerSmart/DesignSoftware/Pages/Bridge.aspx#tab-1

Please send constructive comments to the Bridge Design LRFD Committee care of Stanley
Kim: [email protected].
 Acknowledgement
The original Bridge and Structures Design Manual was created through the public-private
partnership of the Georgia Department of Transportation and the Consulting Engineering
Companies of Georgia. This document was modified from the original Design Manual for inclusion
of LRFD material and general content by Georgia Department of Transportation personnel. The
following people have donated their time and resources to contribute to the quality of transportation
engineering in Georgia:
LRFD Design Committee
Y. Stanley Kim, PhD, P.E. – GDOT
Douglas D. Franks, P.E. – GDOT
Steven K. Gaston, P.E. – GDOT
Donn P. Digamon, P.E. – GDOT

Design Committee for Original Document

Paul V. Liles, Jr., P.E. – GDOT
Ted Cashin, P.E. – GDOT
Al Bowman, P.E. – The LPA Group Incorporated
John Heath, P.E. – Heath and Lineback Engineers
Greg Grant, P.E. – Wolverton and Associates

Contributing Authors to Original Document

Bob Mustin, P.E. – GDOT
John Tiernan, P.E. – GDOT
John Durand, P.E. – Parsons Brinckerhoff

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Revision Summary
Revision Number Revision Date Revision Summary
LRFD Bridge Manual
Original 7/8/13 Original Release Date
1.0 10/1/13 Section 3.2.3.3 - Removed “after all necessary
grinding” from 8” overhang thickness; Removed
“(LRFD 13.7.3.1.2)” from 8” overhang thickness

Section 3.5.2.1 - Changed LRFD reference from

Table 4A-1 to Table A4-1

Section 4.4.2 - Modified tower bent placement

directive; Added pile fixity assumption

Section 3.2.2.3 - Removed Commentary

2.0 6/2/14 Section 2.1 - Updated LRFD Specification to 6th
edition, 2012; updated Georgia Standard
Specification to 2013; defined all bridges as “typical”
Section 2.2.2.2 - Allowed Standard Specification
widening of Existing Standard Specification bridges
Section 2.4 - Changed office responsible for Survey
Manual
Section 2.8 - Added LRFD software submittal
requirements for consultants
Section 3.1.1 - New section added - Set minimum
beam requirement for bridges with vehicular traffic
Section 3.2.2.1 - Added reference to online slab
design program
Section 3.2.2.4.2 - Changed placement and spacing
of temperature steel in top mat of deck
Section 3.3.2.2.1 - Clarified urban area locations
Section 3.3.2.2.2 - Edited height of fence
Section 3.4.3.15.4 - New section added – limiting
coping thickness to 6”
Section 3.12.2.3.1 - Check clearance between cap
and PSC beam when plain pads are used
Section 3.12.2.5.2 - Added new section - Directive
to minimize number of pad designs for bridge
Section 4.2.1 - Specified use of kips in lieu of tons
or pounds for foundations
Section 4.2.2.3, 4.2.2.4, 4.2.2.5 - Added maximum
factored resistances and stresses for all pile types
Section 4.2.3.4 - Restricted use of spirals in
caisson; limited ties to maximum size of #6; Stated
seismic detailing at fixity is not required in caissons
Section 4.4.1.2.1 - Added limits for depth to width

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Bridge and Structures Design Manual

ratio of intermediate caps; Changed cap width

increment to 3”
Section 4.4.1.2.2 - Modified longitudinal rebar in
riser of intermediate bents to # 5
Section 4.4.1.3 - Removed railroad from vehicular
collision consideration
Bridge Design Manual
Original 1/26/15 General - Incorporated Standard Specification
guidance from GDOT Bridge and Structures Design
Manual into LRFD Bridge Manual to produce a
consolidated manual
Section 1.3.3 - Added requirement to submit design
calculations in PDF format
Section 1.4.3.1 - Added guidance for when a deck
section is required on preliminary layouts
Section 1.6.9.2.2 - Removed direction about railroad
shoring review
Section 1.6.9.2.4 - Added reference to 8.2.10
Section 3.2.4 - Revised requirement for epoxy
reinforcement
Section 3.2.5 - Removed requirement for grooving
under medians
Section 3.3.2.2 - Modified description of new curved
fence detail
Section 3.3.2.2.1 - Clarified directive for the use of
handrail or fence on parapets
Section 3.4.1.2.1 - Removed restriction on use of
0.6” diameter strands
Section 3.4.2.6.2 - Limited coping thickness to be
used for composite properties
Section 3.4.2.7, 3.5.2.2 - Limited beam spacing to
9’-0”
Section 3.6.2 - Added the use of “weathering steel”
Section 3.9.1.1 - Added provisions for use of steel
diaphragms for concrete beams
Section 3.15.1 - Revised Drainage Manual
reference
Section 4.2.2.2 - Modified “Factored Axial Load”
note
Section 4.2.2.3 - Clarified directive on use of 50 ksi
H-piles versus 36 ksi H-piles
Section 4.2.2.4 - Removed 12” PSC piles from
Table
Section 4.2.2.5 - Added 20” and 24” metal shell
piles to Table

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Bridge and Structures Design Manual

Section 4.2.3.4 - Added 5” clear spacing as

minimum for stirrups and vertical bars in caissons
Section 4.3.4 - Modified wingwall length requirement
Section 4.4.1.2.4 - Increased minimum stirrup
spacing to 5”
Section 4.4.1.3 - Added 4” minimum stirrup spacing
requirement for columns
Section 5.1.1.1 - Revised Table to change Modular
Walls to Modular Block Walls
Section 5.5.5 - Limited Modular Block Wall design
height to 20 feet
Section 8.1.1.1 - Modified when bridge plans require
a revision mark
Section 8.2.10 - Added direction about railroad
shoring review
Section 9.2.1 - Added directive to include Seismic
Zone and SD1 on General Notes sheet
1.0 5/5/15 Section 2.1 - Updated LRFD Specification to 7th
Edition, 2014
Section 2.1.3 - Removed Guide Specification
reference; contact Bridge Office for guidance
Section 2.3.3.1 - Added for vertical clearances to be
satisfied for travelway
Section 3.4.1.2.4 - Added that draped strands shall
not be placed in the top 8” of beam
Section 4.2.2.2 - Added guidance in reference to
information needed in bridge plans for field
measurement of driving resistance for piles for
LRFD projects.
Section 4.3.2, 4.4.2.1 - Added guidance that 5.10.8
need not apply to side faces of bent caps less than
or equal to 2 foot high.
2.0 7/31/15 Reformatted manual to standard template
2.1 1/25/16 Section 1.3.3 – Added restriction for modifying title
block
Section 1.4.2 – expanded/clarified guidance for
consultant QA/QC
Section 1.6.7 - Added guidance for re-request for
bridge condition surveys
Section 2.9.4.4 - clarified span limit for pile bents for
AASHTO PSC beams only
Section 2.9.4.6 - Added reference to beam length
limits
Section 3.2.3.2.3 - changed title and added 1”
difference limit for overhang
Section 3.4.2.8 - Added section for beam length

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Bridge and Structures Design Manual

guidance
Section 3.8 – Changed to include new precast beam
types
Section 3.10.1 - Added steel orientation guidance
Section 3.11.2 - Added steel orientation guidance
Appendix 3B – Changed beam charts for new beam
length limits
Section 4.3.2 – Waived LRFD 5.10.8 for bottom of
caps
Section 4.4.1.3 – Added 6” minimum stirrup spacing
Section 4.4.2.1 – Waived LRFD 5.10.8 for bottom of
caps
Section 5.5.3.1(g) – revised coping names to match
pay items
Fig. 5.5.3.1-3 – revised to show sloping paving
Fig. 9B-1 – Revised to show cross-ties for plastic
hinge regions
2.2 10/26/16 Chapter 2 -Modified temporary vertical clearance for
falsework
Chapter 3 - Set maximum 28-day concrete strength
for PSC beams to 10.0 ksi. Removed “with Bridge
Office Approval” clause. Rewrote top strand pull
force guidance for clarity
Chapter 4 - Added guidance to place top mat of
steel in all spread footings. Added guidance to place
top mat of steel in seismic pile footings
Chapter 8 - Defined lap splice requirements for
welded wire fabric
2.3 7/11/17 Section 2.2 – Added guidance for application of
truck-train loading
Section 2.9.4.1 – Updated sq. ft costs
Section 2.9.4.8 – removed cost references for steel
beams
Section 2.10 – Added requirement for quantities on
Design-build projects
Section 3.4.2.5 – Added limit for stirrup clear
spacing in anchorage zone
Table 3.8.1-1 – Updated span limits for cored slabs
and box beams
Section 3.9.1.1 – Added need for galvanization of
steel diaphragm and rearranged guidance for use
Section 3.10.2 – Defined what is deemed a “visible
area”
Section 3.14.1.3 – Added reference for utilities
through MSE walls

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Section 3.14.1.6 – Added limits of utility pipe sizes

based on beam depths
Section 4.1.2 – Section added for stiffness approach
and re-organized 4.1
Section 4.2.2.4 – Modified guidance for HPC and
stainless steel use in PSC piles
Section 4.2.4.3 – Guidance for allowable settlement
and keying spread footings
Section 4.2.5.4 – Clarified zero uplift check
Section 4.2.7 – Added; alternate foundation types
Section 4.4.1.1 – Modified 2 column bent guidance
to 60 ft
Section 4.4.1.2.1 – Removed guidance that cap
should extend beyond bottom edge of beam
Section 4.4.1.2 – Added additional guidance for
applying collision load to columns
Section 4.4.1.5 – Added guidance for use of general
note for special finish for navigable water bridges
Section 5.1.3 – Section added for MSE wall design
requirements
Section 5.2.2(d) – Added reference
Section 5.3 – wall plans to be drawn to equal
vertical and horizontal scales.
Section 5.5.3 – Added sentence to follow section for
walls
Sections 5.5.3.1 and 5.5.3.2 – Re-organized to add
subsections for information
2.4 10/13/17 Cover - Added Donn Digamon to the list of active
committee members
Section 1.6.8.1 - Reduced gross haul weight
requiring routing investigation
Section 2.3.3.1 - Added vertical clearance
requirements for bridges over mixes use trails
Section 2.9.4.1 - Revised the square foot cost for
PSC beams on concrete bents
Section 2.10.1 - Revised the rounding integer for
pile quantities
Move subsection 3.4.3.3 to 4.4.1.2.5
Section 3.3.2.3.4 - Added directive to add note for
minimum lap of 2'-2" on stirrup bars in
barriers/parapets
Section 3.4.2.8 - Added requirement for lateral
stability check by EOR when beam limits are
exceeded.
Table 3.12.1 - Modified to eliminate using

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Bridge and Structures Design Manual

unreinforced pads for Type I Mod beams

Section 3.12.2.2.2 - Revised title to read Width and
Length and set minimum pad length to 9inches
Section 4.3.2 - Added requirements for end bent
cheek walls
Section 4.3.4 - Deleted guidance on mismatched
wingwall lengths
Section 4.4.1.2.4 - Prohibited the use of single
legged stirrups
Section 4.4.1.2.5 - Relocated from 3.4.3.3
Section 5.3.1 - Added requirements for wall plans
Section 5.3.2 - Added requirements for wall plans
Chapter 6 - Corrected chapter title
Section Fig 9.B-2 - Revised figure to match directive
2.5 2/23/18 Chapter 2
2.3.3.2 - Added guidance regarding horizontal
bridge clearance for future lanes.
2.10.1 - Revised the integer to which pile quantities
shall be rounded.
Chapter 3
3.2.2.2.3 - Revised statement explaining minimum
slab thickness table.
3.4.1.1 - Set minimum difference between initial and
final concrete strength for PSC beams.
3.4.1.2.3 - Added requirement to fill PSC strand
pattern from bottom up.
3.9.1.1 - Revised steel diaphragm requirements
3.9.1.3 – Added subsection on diaphragm materials,
including necessary General Notes.
3.12.2.3.1 - Removed option of 1/2in unreinforced
pads under Type 1 Mod beams.
Chapter 4
4.1.2- Specified that Service Limit State should note
control size or design of elements.
4.2.2.2 - Revised the integer to which pile quantities
shall be rounded.
4.2.4.2 – Restricted the use of stirrups as a means
to control shear in spread footing.
4.2.5.2 – Restricted the use of stirrups as a mean to
control shear in pile footings.
Chapter 5
5.5.3.1.9- Removed New Jersey Barrier option from
Traffic Barrier H, modified design loading, and
revised figure.

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Bridge and Structures Design Manual

5.5.7 – Added guidance on estimating right of way

need behind tie back walls.
5.5.8 – Added guidance on estimating right of way
need behind soil nail walls.
2.6 6/7/18 Chapter 2
Section 2.3.2 – Corrected Hydraulics Manual
Chapter Reference
Chapter 3
Section 3.9.1.3-Added guidance on payment for
steel diaphragms.
Section 3.9.2.1- Revised steel cross frame
preference.
Section 3.12.2.2.2- Redefined minimum bearing pad
width.
Section 3.12.2.4.3- Added Slippage Check to
bearing design.
Section 3.12.2.5.4 - Added directive to specify
design yield strength for bolts on the plans.
Section 3.14.1.3- Added guidance on payment for
water hanger steel.
Section 3.15.4.4 - Revised guidance for drain pipe
installation.
Chapter 4
Section 4.1.2- Defined required flood year for
stream pressure calculations.
Section 4.3.2- Revised minimum elevation
difference to require a cap step.
Section 4.4.1.2.2- Added minimum elevation
difference for required cap step.
Chapter 5
Section 5.1.2.2- Changed subsection title to match
common nomenclature.
Section 5.1.3.4- Added direction for MSE Wall
external stability calculations.
Section 5.5.3.2.5- Revised guidance on calculating
Additional MSE Backfill.
2.7 8/10/18 Updated GDOT logo throughout

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Intentionally Left Blank

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Bridge and Structures Design Manual

List of Effective Chapters

Document Revision Number Revision Date
List of Effective Chapters 2.6 6/7/18
Table of Contents 2.5 6/7/18
Chapter 1. Administration 2.2 10/13/17
Chapter 2. General Design 2.6 6/7/18
Chapter 3. Superstructure 2.6 6/7/18
Chapter 4. Substructure 2.6 6/7/18
Chapter 5. Retaining Walls 2.5 6/7/18
Chapter 6. Culverts 2.1 10/13/17
Chapter 7. Miscellaneous Structures 2.0 7/31/15
Chapter 8. Final Plan Revisions, Shops Drawings and As-
2.1 10/26/16
builts
Chapter 9. Seismic Design Guidelines 2.2 10/13/17

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Intentionally Left Blank

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Table of Contents
Revision Summary ........................................................................................................................... iii
List of Effective Chapters ................................................................................................................. xi
Table of Contents........................................................................................................................... xiii
Administration - Contents ............................................................................................. 1-i
1.1 Bridge Office Organization .............................................................................................. 1-1
1.1.1 General .................................................................................................................... 1-1
1.1.2 State Bridge Engineer .............................................................................................. 1-1
1.1.3 Assistant State Bridge Engineers ............................................................................. 1-1
1.1.4 Bridge Design Unit ................................................................................................... 1-1
1.1.5 Bridge Maintenance Unit .......................................................................................... 1-1
1.2 Other Offices and Agencies with Bridge-Related Responsibilities ................................... 1-2
1.2.1 Office of Construction .............................................................................................. 1-2
1.2.2 Geotechnical Bureau ............................................................................................... 1-2
1.2.3 Office of Engineering Services ................................................................................. 1-2
1.2.4 Federal Highway Administration (FHWA) ................................................................. 1-2
1.3 Quality Control and Quality Assurance (QC/QA) ............................................................. 1-3
1.3.1 General .................................................................................................................... 1-3
1.3.2 Quality Control ......................................................................................................... 1-3
1.3.3 Quality Assurance .................................................................................................... 1-4
1.3.4 Other Assurance Checks ......................................................................................... 1-4
1.4 Consultants and Bridge Office......................................................................................... 1-5
1.4.1 General .................................................................................................................... 1-5
1.4.2 QC/QA for Consultants ............................................................................................ 1-5
1.4.3 Bridge Office Reviews of Preliminary Plans ............................................................. 1-5
1.4.4 Bridge Office Reviews of Final Plans ....................................................................... 1-6
1.5 Schedules for Bridge Design ........................................................................................... 1-7
1.5.1 Concept Phase ........................................................................................................ 1-7
1.5.2 Preliminary Design Phase ........................................................................................ 1-7
1.5.3 Final Design Phase .................................................................................................. 1-7
1.5.4 Shop Drawings ........................................................................................................ 1-8
1.6 Correspondence ............................................................................................................. 1-8
1.6.1 Correspondence Involving Consultants .................................................................... 1-8
1.6.2 Phone Number on Correspondence......................................................................... 1-8
1.6.3 P.I. Number on Correspondence.............................................................................. 1-8
1.6.4 State Bridge Engineer Signature on Correspondence .............................................. 1-8

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1.6.5 Correspondence with Legislators and Citizens......................................................... 1-9

1.6.6 Correspondence with Contractors ............................................................................ 1-9
1.6.7 Bridge Condition and Bridge Deck Condition Surveys .............................................. 1-9
1.6.8 Routes for Hauling Bulb-Tee PSC Beams.............................................................. 1-10
1.6.9 Transmittal Requirements ...................................................................................... 1-10
1.6.10 In-House Mailing Requirements ............................................................................. 1-15
1.6.11 Public Access to Project Records .......................................................................... 1-15
1.6.12 Construction Time Estimates ................................................................................. 1-15
1.6.13 FHWA Review Requirements ................................................................................ 1-16
1.6.14 Response to Field Plan Review Reports ................................................................ 1-16
1.7 Special Provisions and Plan Files ................................................................................. 1-16
1.7.1 Special Provisions ................................................................................................. 1-16
1.7.2 Plans File ............................................................................................................... 1-16
1.7.3 Files for Completed Projects .................................................................................. 1-16
Appendix 1A - Sample Letters ................................................................................................. 1-18
General Design - Contents ........................................................................................... 2-i
2.1 Design Specification/Method ........................................................................................... 2-1
2.1.1 Bridges, Culverts and Retaining Walls .................................................................... 2-1
2.1.2 Pedestrian Structures ............................................................................................. 2-1
2.1.3 Sign and Light Supports .......................................................................................... 2-1
2.1.4 Sound Barriers ......................................................................................................... 2-1
2.2 Loads ............................................................................................................................. 2-1
2.2.1 Dead Loads ............................................................................................................. 2-1
2.2.2 Live Loads ............................................................................................................... 2-2
2.3 Horizontal and Vertical Clearances ................................................................................. 2-3
2.3.1 Clearance Calculation .............................................................................................. 2-3
2.3.2 Stream Crossing ...................................................................................................... 2-3
2.3.3 Grade Separations ................................................................................................... 2-3
2.3.4 Railroad Crossings................................................................................................... 2-4
2.4 Survey for Bridge Design ................................................................................................ 2-5
2.4.1 Stream Crossing – Hydraulic Studies ....................................................................... 2-6
2.4.2 Grade Separations ................................................................................................. 2-11
2.4.3 Railroad Crossings................................................................................................. 2-12
2.5 Staged Construction ..................................................................................................... 2-14
2.5.1 Temporary Shoring ................................................................................................ 2-14
2.5.2 Pour Strips ............................................................................................................. 2-14
2.5.3 Temporary Barrier .................................................................................................. 2-14

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2.6 Bridge Jacking .............................................................................................................. 2-14

2.6.1 General .................................................................................................................. 2-14
2.6.2 Utility Consideration ............................................................................................... 2-14
2.6.3 Additional Work...................................................................................................... 2-15
2.6.4 Plans ..................................................................................................................... 2-15
2.7 Bridge Salvage ............................................................................................................. 2-17
2.8 Software ....................................................................................................................... 2-17
2.8.1 General .................................................................................................................. 2-17
2.8.2 LRFD Projects ....................................................................................................... 2-17
2.8.3 Standard Specification Projects ............................................................................. 2-17
2.9 Preliminary Design ........................................................................................................ 2-18
2.9.1 Roadway Geometry ............................................................................................... 2-18
2.9.2 Bridge Widths ........................................................................................................ 2-19
2.9.3 Bridge Lengths....................................................................................................... 2-21
2.9.4 Guidelines for Selecting Bridge Type ..................................................................... 2-21
2.9.5 Bridge Type Study ................................................................................................. 2-23
2.10 Quantities ..................................................................................................................... 2-26
2.10.1 Quantities on General Notes .................................................................................. 2-26
2.10.2 Quantities on Detail Sheets.................................................................................... 2-26
2.10.3 Quantities for Staged Construction and Continuous Units ...................................... 2-27
Appendix 2A - Hydraulic Engineering Field Report .................................................................. 2-28
Superstructure - Contents............................................................................................. 3-i
3.1 General Design Considerations ...................................................................................... 3-1
3.1.1 Minimum Number of Beams .................................................................................... 3-1
3.1.2 Connections ............................................................................................................. 3-1
3.1.3 Use of Chemical Anchors......................................................................................... 3-1
3.2 Deck Design ................................................................................................................... 3-1
3.2.1 Materials .................................................................................................................. 3-1
3.2.2 Interior Slab ............................................................................................................. 3-2
3.2.3 Overhang Slab ......................................................................................................... 3-4
3.2.4 Epoxy Coated Reinforcement .................................................................................. 3-5
3.2.5 Grooving .................................................................................................................. 3-5
3.2.6 Overlays .................................................................................................................. 3-5
3.2.7 Ride Quality ............................................................................................................. 3-6
3.2.8 Deck Cross Slope .................................................................................................... 3-6
3.3 Barriers, Railings, Sidewalks and Medians ..................................................................... 3-6
3.3.1 Materials .................................................................................................................. 3-6

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3.3.2 Barriers .................................................................................................................... 3-6

3.3.3 Sidewalks and Medians ........................................................................................... 3-9
3.3.4 Handrailing .............................................................................................................. 3-9
3.3.5 Chain Link Fence ................................................................................................... 3-10
3.3.6 Temporary Bridge Barrier ...................................................................................... 3-10
3.4 Prestressed Concrete (PSC) Beams ............................................................................. 3-11
3.4.1 Materials ................................................................................................................ 3-11
3.4.2 Design Method....................................................................................................... 3-14
3.4.3 Detailing................................................................................................................. 3-17
3.5 Reinforced Concrete Deck Girders (RCDGs or T-BEAMS) ........................................... 3-19
3.5.1 Materials ................................................................................................................ 3-19
3.5.2 Design Method....................................................................................................... 3-19
3.5.3 Detailing................................................................................................................. 3-20
3.6 Steel Beams ................................................................................................................. 3-20
3.6.1 General .................................................................................................................. 3-20
3.6.2 Materials ................................................................................................................ 3-21
3.6.3 Design Method....................................................................................................... 3-21
3.6.4 Fatigue................................................................................................................... 3-21
3.6.5 Detailing................................................................................................................. 3-22
3.6.6 Welding.................................................................................................................. 3-25
3.6.7 Paint ...................................................................................................................... 3-25
3.6.8 Salvage of Structural Steel..................................................................................... 3-25
3.6.9 Beam Corrections .................................................................................................. 3-26
3.7 Post-Tensioned Box Girders ......................................................................................... 3-26
3.7.1 General .................................................................................................................. 3-26
3.7.2 Dimensions ............................................................................................................ 3-26
3.7.3 Materials ................................................................................................................ 3-26
3.7.4 Use of Stay-In-Place Deck Forms .......................................................................... 3-26
3.7.5 Cell Drains ............................................................................................................. 3-26
3.7.6 Post Tensioned Ducts Detailing ............................................................................. 3-26
3.7.7 Detailing of Anchorage Blisters .............................................................................. 3-27
3.7.8 Open Grate Access Doors ..................................................................................... 3-27
3.7.9 Gas Lines on Post-Tensioned Box Girders ............................................................ 3-27
3.7.10 Segmental Construction Alternate for PT Boxes .................................................... 3-27
3.8 Other Precast Concrete Beams .................................................................................... 3-27
3.8.1 General........................................................................................................................ 3-27
3.8.2 Box Beams .................................................................................................................. 3-28
3.8.3 Next-F Beams .............................................................................................................. 3-28
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3.8.4 Cored Slab Beams....................................................................................................... 3-28

3.9 Diaphragms and Cross Frames .................................................................................... 3-28
3.9.1 Concrete Girders ................................................................................................... 3-28
3.9.2 Steel Girders .......................................................................................................... 3-29
3.10 Edge Beams ................................................................................................................. 3-30
3.10.1 General .................................................................................................................. 3-30
3.10.2 Detailing for PSC Beam Bridge .............................................................................. 3-30
3.10.3 Detailing for Steel Beam Bridge ............................................................................. 3-31
3.10.4 Detailing for RCDG Bridge ..................................................................................... 3-31
3.11 Endwalls ....................................................................................................................... 3-32
3.11.1 General .................................................................................................................. 3-32
3.11.2 Detailing................................................................................................................. 3-32
3.12 Bearings ....................................................................................................................... 3-32
3.12.1 Bearing Selection ................................................................................................... 3-32
3.12.2 Plain Elastomeric Pads and Steel Reinforced Elastomeric Bearings ...................... 3-33
3.12.3 Pot Bearings .......................................................................................................... 3-36
3.12.4 Self Lubricating Bearings ....................................................................................... 3-37
3.13 Deck Joints ................................................................................................................... 3-38
3.13.1 Construction Joints ................................................................................................ 3-38
3.13.2 Expansion Joints .................................................................................................... 3-39
3.14 Utilities on Bridges ........................................................................................................ 3-41
3.14.1 General .................................................................................................................. 3-41
3.14.2 Designation of Utility Owners on Bridge Plans ....................................................... 3-45
3.14.3 Hangers for Electrical Conduits .............................................................................. 3-45
3.14.4 Revisions to Utilities ............................................................................................... 3-45
3.14.5 Gas Lines on Post-Tensioned Box Girders ............................................................ 3-45
3.14.6 Permits for Bridge Attachments ............................................................................. 3-45
3.15 Deck Drainage .............................................................................................................. 3-45
3.15.1 General .................................................................................................................. 3-45
3.15.2 Bridge Profile ......................................................................................................... 3-45
3.15.3 Open Deck Drainage ............................................................................................. 3-46
3.15.4 Deck Drainage System .......................................................................................... 3-46
Appendix 3A - Fall Line Map .................................................................................................... 3-48
Appendix 3B – LRFD Beam Charts.......................................................................................... 3-49
Appendix 3C – Standard Specification Deck Design Charts..................................................... 3-56
Appendix 3D – Standard Specification Beam Charts ............................................................... 3-68
Substructure - Contents ................................................................................................ 4-i

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4.1 General ........................................................................................................................... 4-1

4.1.1 Concrete and Reinforcement for Substructure ......................................................... 4-1
4.1.2 Design Method......................................................................................................... 4-1
4.2 Foundations .................................................................................................................... 4-2
4.2.1 General .................................................................................................................... 4-2
4.2.2 Driven Piles ............................................................................................................. 4-2
4.2.3 Caissons .................................................................................................................. 4-9
4.2.4 Spread Footings .................................................................................................... 4-10
4.2.5 Pile Footings .......................................................................................................... 4-11
4.2.6 Cofferdams and Seals ........................................................................................... 4-12
4.2.7 Alternate Foundation Types ................................................................................... 4-12
4.3 End Bents ..................................................................................................................... 4-13
4.3.1 General .................................................................................................................. 4-13
4.3.2 End Bent Caps....................................................................................................... 4-13
4.3.3 End Bent Piling ...................................................................................................... 4-14
4.3.4 Wingwalls .............................................................................................................. 4-14
4.3.5 Rip Rap.................................................................................................................. 4-15
4.3.6 Slope Paving.......................................................................................................... 4-15
4.4 Intermediate Bents ........................................................................................................ 4-16
4.4.1 Concrete Column Bents ......................................................................................... 4-16
4.4.2 Pile Bents .............................................................................................................. 4-19
Appendix 4A - General Guide Map for Foundation Types ........................................................ 4-20
Appendix 4B - Preset Pile Layouts ........................................................................................... 4-21
Retaining Walls - Contents ........................................................................................... 5-i
5.1 General ........................................................................................................................... 5-1
5.1.1 Wall Types ............................................................................................................... 5-1
5.1.2 Wall Design ............................................................................................................. 5-1
5.1.3 Design Requirements .............................................................................................. 5-2
5.2 Preliminary Wall Design .................................................................................................. 5-3
5.2.1 Initial Design Request from Roadway Designer ....................................................... 5-3
5.2.2 Items to Coordinate with the Roadway Designer ...................................................... 5-4
5.2.3 Preliminary Wall Plans and Wall Foundation Investigation ....................................... 5-4
5.3 Final Wall Plans .............................................................................................................. 5-4
5.3.1 Final Plans for In-House Design............................................................................... 5-4
5.3.2 Final Plans for Contractor Design ............................................................................ 5-5
5.4 Staking for Retaining Walls on Construction ................................................................... 5-5
5.5 Special Considerations for Individual Wall Types ............................................................ 5-6

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5.5.1 Gravity Wall ............................................................................................................. 5-6

5.5.2 RC Cantilever Wall................................................................................................... 5-6
5.5.3 MSE Walls ............................................................................................................... 5-6
5.5.4 Prefabricated Modular Wall .................................................................................... 5-12
5.5.5 Modular Block Wall ................................................................................................ 5-12
5.5.6 Soldier Pile Wall..................................................................................................... 5-12
5.5.7 Tie-Back Wall......................................................................................................... 5-13
5.5.8 Soil Nail Walls ........................................................................................................ 5-13
Culverts - Contents ....................................................................................................... 6-i
6.1 General ........................................................................................................................... 6-1
6.2 Culvert Sizing.................................................................................................................. 6-1
6.3 Standard Culvert Design ................................................................................................. 6-1
6.4 Required Notes for Culvert Plans .................................................................................... 6-2
6.5 Three-Sided or Bottomless Culverts ............................................................................... 6-3
Miscellaneous Structures - Contents ............................................................................ 7-i
7.1 Temporary Detour Bridges .............................................................................................. 7-1
7.1.1 Temporary Detour Bridge Length ............................................................................. 7-1
7.1.2 Temporary Detour Bridge Elevations ....................................................................... 7-2
7.1.3 Temporary Detour Bridge Location .......................................................................... 7-2
7.1.4 Temporary Detour Bridge Width............................................................................... 7-3
7.2 Pedestrian Bridges.......................................................................................................... 7-3
7.3 Support Structures for Signs, Signals and Lights ............................................................ 7-3
7.3.1 Standard Supports ................................................................................................... 7-3
7.3.2 Strain Poles on Bridges ........................................................................................... 7-4
7.4 Sound Barriers ................................................................................................................ 7-4
Final Plan Revisions, Shop Drawings, and As-Builts - Contents ................................... 8-i
8.1 Final Plan Revisions and Re-Designs ............................................................................. 8-1
8.1.1 Revisions and Amendments .................................................................................... 8-1
8.1.2 Plan Changes and Revisions during Construction ................................................... 8-2
8.2 Shop Drawings ............................................................................................................... 8-3
8.2.1 Shop Drawing Review.............................................................................................. 8-4
8.2.2 Metal Deck Forms .................................................................................................... 8-5
8.2.3 Bearing Pads ........................................................................................................... 8-5
8.2.4 PSC Beams ............................................................................................................. 8-5
8.2.5 Detour Bridges ......................................................................................................... 8-6
8.2.6 Steel Beams ............................................................................................................ 8-7
8.2.7 Post Tensioned Members ........................................................................................ 8-7

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8.2.8 Contractor-Designed Walls ...................................................................................... 8-7

8.2.9 Contractor-Designed Sign Supports......................................................................... 8-7
8.2.10 Miscellaneous Shop Drawings ................................................................................. 8-8
8.3 As-Built Foundation Information Sheet ............................................................................ 8-8
Seismic Design Guidelines - Contents .......................................................................... 9-i
9.1 Standard Specification Design ........................................................................................ 9-1
9.2 LRFD Specification Design ............................................................................................. 9-1
9.2.1 General .................................................................................................................... 9-1
9.2.2 Sesimic Design Procedures ..................................................................................... 9-2
9.2.3 Sesimic Detailing Requirements .............................................................................. 9-4
Appendix 9A – Seismic Category B for Standard Specification .................................................. 9-6
Appendix 9B - Typical Seismic Detailings .................................................................................. 9-7

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Administration - Contents
Administration - Contents ............................................................................................. 1-i
1.1 Bridge Office Organization .............................................................................................. 1-1
1.1.1 General .................................................................................................................... 1-1
1.1.2 State Bridge Engineer .............................................................................................. 1-1
1.1.3 Assistant State Bridge Engineers ............................................................................. 1-1
1.1.4 Bridge Design Unit ................................................................................................... 1-1
1.1.5 Bridge Maintenance Unit .......................................................................................... 1-1
1.2 Other Offices and Agencies with Bridge-Related Responsibilities ................................... 1-2
1.2.1 Office of Construction .............................................................................................. 1-2
1.2.2 Geotechnical Bureau ............................................................................................... 1-2
1.2.3 Office of Engineering Services ................................................................................. 1-2
1.2.4 Federal Highway Administration (FHWA) ................................................................. 1-2
1.3 Quality Control and Quality Assurance (QC/QA) ............................................................. 1-3
1.3.1 General .................................................................................................................... 1-3
1.3.2 Quality Control ......................................................................................................... 1-3
1.3.3 Quality Assurance .................................................................................................... 1-4
1.3.4 Other Assurance Checks ......................................................................................... 1-4
1.4 Consultants and Bridge Office......................................................................................... 1-5
1.4.1 General .................................................................................................................... 1-5
1.4.2 QC/QA for Consultants ............................................................................................ 1-5
1.4.3 Bridge Office Reviews of Preliminary Plans ............................................................. 1-5
1.4.4 Bridge Office Reviews of Final Plans ....................................................................... 1-6
1.5 Schedules for Bridge Design ........................................................................................... 1-7
1.5.1 Concept Phase ........................................................................................................ 1-7
1.5.2 Preliminary Design Phase ........................................................................................ 1-7
1.5.3 Final Design Phase .................................................................................................. 1-7
1.5.4 Shop Drawings ........................................................................................................ 1-8
1.6 Correspondence ............................................................................................................. 1-8
1.6.1 Correspondence Involving Consultants .................................................................... 1-8
1.6.2 Phone Number on Correspondence......................................................................... 1-8
1.6.3 P.I. Number on Correspondence.............................................................................. 1-8
1.6.4 State Bridge Engineer Signature on Correspondence .............................................. 1-8
1.6.5 Correspondence with Legislators and Citizens......................................................... 1-9
1.6.6 Correspondence with Contractors ............................................................................ 1-9
1.6.7 Bridge Condition and Bridge Deck Condition Surveys .............................................. 1-9
1.6.8 Routes for Hauling Bulb-Tee PSC Beams.............................................................. 1-10
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1.6.9 Transmittal Requirements ...................................................................................... 1-10

1.6.10 In-House Mailing Requirements ............................................................................. 1-15
1.6.11 Public Access to Project Records .......................................................................... 1-15
1.6.12 Construction Time Estimates ................................................................................. 1-15
1.6.13 FHWA Review Requirements ................................................................................ 1-16
1.6.14 Response to Field Plan Review Reports ................................................................ 1-16
1.7 Special Provisions and Plan Files ................................................................................. 1-16
1.7.1 Special Provisions ................................................................................................. 1-16
1.7.2 Plans File ............................................................................................................... 1-16
1.7.3 Files for Completed Projects .................................................................................. 1-16
Appendix 1A - Sample Letters ................................................................................................. 1-18

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Administration
1.1 Bridge Office Organization

1.1.1 General
The Office of Bridges and Structures supplies structural plans to Project Managers and provides
maintenance support for structures in the state. This Office is divided into two units: the Bridge
Design Unit (BDU) and the Bridge Maintenance Unit (BMU).

1.1.2 State Bridge Engineer

The State Bridge Engineer is the head of the Office of Bridges and Structures and reports directly to
the Director of Engineering.

1.1.3 Assistant State Bridge Engineers

The State Bridge Engineer and the Assistant State Bridge Engineers are referred to as the Front
Office.
The Assistant State Bridge Engineers keep track of Special Provisions, manage sections of the
construction specifications relating to bridges, serve as a liaison for non-GDOT bridge projects (for
local governments who don’t have bridge expertise but want to use GDOT guidelines or funding),
track bridge costs using data from Contract Administration, and review plans. The Assistant State
Bridge Engineers also manage design groups, oversee most design policies and review plans
including hydraulic studies.

1.1.4 Bridge Design Unit

The Bridge Design Unit (also referred to as the Bridge Office) supplies bridge plans to Project
Managers. The Bridge Design Unit also oversees the design of walls, culverts, sign supports and
anything else requiring structural expertise.
There are 7 design groups within the Bridge Office plus a group dedicated to bridge hydraulics.
The design groups prepare or review preliminary layouts for bridges over railroads or roadways as
well as prepare or review all final bridge plans. The hydraulics group prepares or reviews all the
preliminary layouts for bridges over streams as well as some culverts, though most culverts are
sized by roadway engineers. Most bridge hydraulic questions should be addressed to that group.

1.1.5 Bridge Maintenance Unit

1.1.5.1 General
The State Bridge Maintenance Engineer serves as an assistant to the State Bridge Engineer
and oversees the Bridge Maintenance Unit (BMU). This unit’s responsibilities include inspecting
all the bridges and bridge culverts in the State (including county bridges) every two years. It
also maintains the historical bridge files including inventory, bridge inspection reports,
maintenance records, BFI, plans, etc. This unit evaluates bridges and determines the load
carrying capacity and establishes load posting requirements. Bridge Maintenance Unit also
develops bridge maintenance projects using in-house and consultant engineering. It is

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important to coordinate with the Bridge Maintenance Unit when doing work that will affect
existing bridges.
For typical bridge design work, coordination is necessary with the Bridge Maintenance Unit for
the following items: salvage material coordination, long and heavy load hauling coordination,
bridge condition surveys (widenings), maintenance on existing or parallel structures to be
included with widening or paralleling plans. The Bridge Maintenance Unit also provides
important feedback to the State Bridge Engineer on the effectiveness of certain design details.
1.1.5.2 Concept Coordination
During the Concept phase for any project that includes a bridge, the Project Manager should
coordinate with Bridge Maintenance Unit to get a project justification statement on whether the
bridge is suitable for widening or should be replaced (a bridge could also be replaced if the cost
of widening would exceed the cost of replacement). Bridge Maintenance Unit also produces a
project justification report for new projects.

1.2 Other Offices and Agencies with Bridge-Related Responsibilities

1.2.1 Office of Construction

The State Bridge Construction Engineer, in the Office of Construction, serves as a resource for
district construction personnel regarding bridges, participates in training, troubleshoots construction
problems, sets bridge construction policies, and makes recommendations to designers on the use
of cofferdams and seals.

1.2.2 Geotechnical Bureau

The Geotechnical Branch Chief is head of the Geotechnical Bureau, which is part of the Office of
Materials. The Geotechnical Bureau writes or reviews the Bridge, Wall and Culvert Foundation
Investigation reports that recommend the type of foundation, pile capacity, special construction
situations, etc., for each bridge in the state. They also deal with geotechnical issues that arise
during construction. They are responsible for geotechnical special provisions such as drilled shafts
and pile driving.

1.2.3 Office of Engineering Services

The Office of Engineering Services acts on behalf of the FHWA in reviewing projects and advising
on constructability. They report directly to the Chief Engineer and are therefore independent of the
Engineering Division. They coordinate and conduct Preliminary Field Plan Reviews (PFPR) and
Final Field Plan Reviews (FFPR) as well as value engineering studies. They review all hydraulic
studies (for PFPR) as well as bridge plans (for FFPR). They are the central coordinator for writing
specifications.

1.2.4 Federal Highway Administration (FHWA)

FHWA participates in projects designated as “full oversight” (FOS). FHWA has a bridge specialist,
Division Bridge Engineer, who provides expertise, direction, and reviews. For projects containing
bridges, the Bridge Office will coordinate with the Division Bridge Engineer for review and approval

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of preliminary bridge layouts, bridge hydraulic studies and final bridge plans. This coordination is
also required for consultant-designed projects with the Bridge Office acting as liaison.

1.3 Quality Control and Quality Assurance (QC/QA)

1.3.1 General
In designing bridges and other highway structures our mission is to prepare safe and economical
design solutions and produce a quality set of plans that meet the project requirements, use details
that are consistent with GDOT Bridge Office practices, and are suitable for bidding and
construction. To produce quality work requires collaboration between the designer or detailer and
checker as well as a comprehensive review. The quality control and quality assurance process for
bridges and other highway structures provided herein shall be followed by the GDOT Bridge Office
and consultants designing structures for the Department. This process is required for preliminary
layouts, bridge hydraulic studies, final bridge plans and other highway structures as necessary.

1.3.2 Quality Control

Quality control (QC) is a process in which a person designated as the “checker” evaluates the
design or details prepared by a designer or detailer. In general, the checker shall be an engineer
with relative experience for the work being checked. Collaboration between the checker and the
designer/detailer is used to resolve any discrepancies found during the evaluation.
In the design of a bridge, the checker shall evaluate deck, superstructure and substructure. In
general, this check shall be (1) a careful review of the design notes, program inputs and results or
(2) an independent check of the design developed by the checker and comparison of results
prepared by the designer. When checking final bridge plans, the checker shall obtain a current set
of roadway plans, including utility plans, for a thorough check. The checker shall generate a
geometry program based on the final bridge and roadway plans. The checker shall prepare an
independent set of cap step elevations and this duplicate set shall be maintained throughout the
design process should changes/revisions arise. The checker shall also prepare and maintain an
independent set of quantities for all quantities included in the summary of quantities. For all highway
structures, the use of a checker is required.
All bridge plans, preliminary layouts and other structural plans shall have a title block listing at a
minimum the initials of the designer, detailer, checker, reviewer and approver. Under no
circumstance should the designer be the same as the checker. Generally the checker’s initials
shown in the plans reflect who checked the plan details. If a different checker is used to check the
design, geometry and quantities then the design notes should clearly state the responsible checker
by name or initials.
As part of the quality control process it is extremely important that the checker ensure the results of
the design are appropriately shown in the plans. Therefore it is good practice for the checker to
review the design with plans complete or nearly complete. Notes and other documentation prepared
by the checker shall be initialed and retained in the bridge design notes.

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1.3.3 Quality Assurance

Quality assurance (QA) is a process in which a person designated as the “reviewer” ensures that
the design and details have been adequately checked. The reviewer resolves differences between
designer/detailer and checker. The reviewer also evaluates the complete set of plans. As a matter
of practice, the reviewer should spot check the design, geometry and quantities. In general, the
reviewer is a Bridge Design Group Leader or senior engineer (consultant).
Once bridge plans or other structural plans are complete and have been checked and reviewed,
they are submitted to the Front Office. Plans completed by consultants shall be submitted by the
GDOT Project Manager to the Bridge Office at this time. For consultant projects, the consultant
shall submit design notes including but not limited to geometry, superstructure design, substructure
design, clearance calculations, elevations and quantities. This information shall be submitted in the
Portable Document Format (.pdf). Consultant plans will generally be reviewed by a Bridge Design
liaison and may be returned to the consultant for corrections prior to the Front Office review or
submitted directly to the Front Office for review. It is important that the submission include the
foundation investigation(s), documentation of the bridge stakeout / site inspection, salvage of
materials, deck condition survey, bridge condition survey, etc.
The Front Office review consists of a complete review of the plans by the Assistant State Bridge
Engineer(s). These reviewers may review other plans or consult with other offices such as
Roadway Design, Utilities, Environmental Services, etc., to ensure the structural plans meet the
requirements of the project. Geometry, elevations and quantities are routinely spot checked during
this review. Compilations of the required special provisions are prepared during this review.
All structural plans are given a review by the State Bridge Engineer. At the conclusion of the Front
Office review, the plans shall be corrected by the design groups (or consultant). In-house projects
shall then be routed to the Program Manager or Roadway Design. Consultant design projects shall
be checked by the Bridge Liaison to ensure final corrections are complete before submitting final
plans to the Program Manager. For consultant projects, any revisions to the design notes stated
above shall be submitted to the Bridge Office.
For projects that are under full oversight by FHWA, bridge plans that have been reviewed and
approved will be forwarded to the Georgia Division of FHWA for review and approval. This
coordination is conducted by the GDOT Bridge Office for both in-house and consultant projects.
The title blocks shall indicate the initials of the Assistant State Bridge Engineer(s) as “Reviewed”.
The initials of the State Bridge Engineer shall be shown as in the title “Approved”. After completion
of the QC/QA process, the review set of plans shall be retained by the design group, at a minimum,
until the final plans are approved. Saving an electronic (scanned) copy of the review set is
acceptable.
Once final plans are approved, the title block initials indicating “Reviewed” and “Approved” shall not
be changed during any future modifications to the sheets.

1.3.4 Other Assurance Checks

In addition to the QC/QA process mentioned above, the Bridge Office routinely conducts additional
QA checks for all bridge projects during the contract bidding process. One month prior to the
Letting, plans are advertised to potential bidders. The Front Office checks the contract for special

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provision and quantities relative to bridge projects. The review includes a check of the bridge
general notes and details to ensure that the plans are up to date. The Bridge Office load rates the
bridges using the Bridge Maintenance rating software as an independent check of the
superstructure and substructure elements to ensure the proposed bridges meet the intended design
loading. If discrepancies are found during this review then changes/revisions are made as an
amendment to the contract.

1.4 Consultants and Bridge Office

1.4.1 General
Consultant projects are managed by a GDOT Project Manager assigned to the Office of Program
Delivery even if the project consists primarily of bridge work. The Bridge Office occasionally issues
task orders to consultants when the schedule or workload exceeds the capacity of the design
groups. On projects with bridge work, a liaison from the Bridge Office will be assigned to the project.
The liaison will be the point of contact for the bridge work on that project and will also coordinate
with other GDOT offices on bridge activities. Much of the correspondence and coordination with
other offices described below will be done by the liaison but consultants should be aware of this
activity and make sure they incorporate the results in their plans.
Consultants are reminded that if their contract is with the Georgia Department of Transportation, all
design questions and decisions regarding project requirements must be directed to the GDOT
Project Manager for distribution to the appropriate office. Consultants shall not take direction from
outside agencies for decisions regarding GDOT projects.

1.4.2 QC/QA for Consultants

Consultants are responsible for the quality and content of their plans. Prior to a final review by the
Bridge Office, all QC/QA procedures must be followed in accordance with Section 1.3. All bridges,
special design retaining walls and other special design structural components shall be detailed in
accordance with Bridge and Structures Detailing Policy Manual (including Bridge Design Title
Block) and reviewed by the Bridge Office.

1.4.3 Bridge Office Reviews of Preliminary Plans

1.4.3.1 Initial Submittal
The drawings must be stamped by the consultant when submitting for review even though the
plans are not for construction. Plans must be stapled (if containing multiple sheets) and include
pertinent roadway plans as well as correspondence relating to bridge and deck condition,
hydraulic studies, etc. Include two full-size prints of bridge layouts (one for markups and one to
keep on file). See the Drainage Manual for further submittal guidelines on Hydraulic Studies.
Design notes, program runs, and calculations should be ready if they are requested.
Preliminary Layouts for bridges that cross over a railroad or involve staged construction shall
include a deck section in addition to the plan and elevation views of the proposed structure.
Preliminary plans shall be submitted for review and accepted by the Bridge Office before
requesting PFPR.

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1.4.3.2 Bridge Office Review

Typically the plans will be reviewed by a design group, followed by a Front Office review. The
plans will then be returned to the consultant for corrections. If the review comments are
extensive, the liaison may return the plans to the consultant for corrections before the Front
Office review has been conducted.
1.4.3.3 Subsequent Reviews
Upon receipt, immediately incorporate review comments and return to the Bridge Office.
In subsequent submittals, include the original markups from the previous review as well as two
full-size sets of corrected plans and any additional documentation necessary for the changes.
Written responses are required for any markups not incorporated into the corrected plans.
1.4.3.4 Preliminary Plan Approval
The plans have not been approved by the Bridge Office for PFPR until all markups are
addressed and an e-mail or letter accepting the plans is issued. The acceptance email or letter
shall address distribution responsibilities of the approved layout.

1.4.4 Bridge Office Reviews of Final Plans

1.4.4.1 Initial Submittal
The drawings must be stamped by the consultant when submitting for review even though the
plans are not for construction. Plans must be stapled and include pertinent roadway plans as
well as BFI’s and correspondence relating to cofferdams, salvage, bridge and deck condition,
stakeout, etc. Include two full-size sets of bridge plans (one for markups and one to keep on file)
as well as plans and Wall Foundation Investigations for any MSE or other contractor-designed
walls on the project. Design notes, program runs, and calculations shall be submitted with final
plans. Any corrections to the design notes, post Bridge Office review, shall be re-submitted for
inclusion in the bridge record.
1.4.4.2 Bridge Office Review
Typically the plans will be reviewed by a design group, followed by a Front Office review. The
plans will then be returned to the consultant for corrections. If the review comments are
extensive, the liaison may return the plans to the consultant for corrections before the Front
Office review has been conducted. A list of special provisions will be returned to the consultant
which must be saved and given to the Project Manager to include in the final plans package for
the Office of Bidding Administration.
1.4.4.3 Subsequent Submittals
In subsequent submittals, include the original markups from the previous review as well as two
full-size sets of corrected plans and any additional documentation necessary for the changes.
Written responses are required for any markups not incorporated into the corrected plans.
1.4.4.4 Final Bridge Plan Approval
The plans have not been approved by the Bridge Office for FFPR or construction until all
markups are addressed and an e-mail or letter accepting the plans is issued. Upon approval of
final plans, electronic CAD drawings shall be submitted to the Bridge Office.
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1.4.4.5 Changes after Final Bridge Plan Approval

Once the final bridge plans are approved, any subsequent changes must be coordinated with
the Bridge Office and indicated on the plans using the revision block.

1.5 Schedules for Bridge Design

All GDOT projects follow the Plan Development Process (PDP), which outlines project phases and
activities during each phase. It is available on the GDOT website. Bridge designers should be
aware of the process and their part in it to assure that project schedules are achieved. In general,
the following activities are of particular importance:

1.5.1 Concept Phase

1.5.1.1 Initial Reports
Bridge designers should ensure that SIA’s (Bridge Maintenance reports), Bridge and Deck
Condition Surveys (if needed) have been requested by the Project Manager. The decision to
widen or replace a bridge is determined during the concept phase.
1.5.1.2 Concept Structures
Bridge designers may be asked to provide conceptual bridge and/ or wall lengths, widths, and
costs. Timely responses to these requests are needed in this phase. A bridge type study may
be appropriate at this time. See Section 2.9.5.
1.5.1.3 Bridge Attendance at Concept Meetings
A bridge designer should attend the Concept Meeting at the Project Manager’s request.

1.5.2 Preliminary Design Phase

1.5.2.1 Begin Preliminary Plans
The Project Manager will send a request to the Bridge Office for bridge or wall plans which
should include preliminary roadway alignment and profile. However the final roadway profile
may depend on structure depths and clearances relating to the bridge, so some collaboration
can be expected.
Consultants should begin work on preliminary plans after Notice to Proceed (NTP) has been
issued by the Project Manager.
1.5.2.2 Bridge Attendance at PFPR
In general, a bridge designer should attend the PFPR.

1.5.3 Final Design Phase

1.5.3.1 Begin Final Plans
Bridge designers should begin working on final plans after PFPR responses have been
provided.
Consultants should begin work on final plans after Notice to Proceed (NTP) has been issued by
the Project Manager.

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1.5.3.2 Bridge Attendance at FFPR

In general, a bridge designer should attend the FFPR.
1.5.3.3 Final Plans to Office of Bidding Administration
At 10 weeks prior to the let date, final plans are due to the Office of Bidding Administration.
Plans need to be stamped and signed. After this submission, any changes to the plans must be
handled by formal revision.
At 5 weeks prior to the let date, one stamped and signed set of the final plans or revised final
plans is sent to the GDOT print office to be scanned, printed, and sold to contractors. After this
submittal, any changes to the plans must be handled by amendment.

1.5.4 Shop Drawings

It is important that shop drawings are reviewed and returned in a timely manner. Two weeks is
considered the outside limit of time to review drawings. See Section 8.2 for more information on
shop drawings.

1.6 Correspondence

1.6.1 Correspondence Involving Consultants

Any Interdepartment Correspondence or letters on GDOT letterhead must go through the Bridge
Office liaison. All transmittals from consultants shall have the PI number, county, description (e.g.
“SR 1 over Altamaha River”), and project number. Coordination letters with local governments,
agencies, and officials shall go through GDOT.

1.6.2 Phone Number on Correspondence

All correspondence with members of the public shall have printed or typed thereon one or more
telephone numbers to which responses or questions concerning such correspondence may be
directed. Within the Bridge Office, all correspondence related to projects shall have a name of a
contact person and that person’s phone number (including area code) included in the body of the
letter.

1.6.3 P.I. Number on Correspondence

On all correspondence related to a project, include the Project P.I. Number along with the Project
Number in the heading of the letter.

1.6.4 State Bridge Engineer Signature on Correspondence

The following types of correspondence do not require the signature of the State Bridge Engineer:
a) Transmittals of plans to various GDOT offices. These should be done using a transmittal
letter (electronic green sheet) as a cover letter, not with Interdepartmental Correspondence.
b) Requests for BFI, site inspection (stake-out), bridge and bridge deck condition surveys,
salvage of existing bridge parts, recommendations for cofferdams and seals.

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Bridge and Structures Design Manual

c) Letters distributing and transmitting shop drawings will be initialed by the State Bridge
Engineer.
Copies of letters for items a) and b) should be placed in the in-box of the Assistant State Bridge
Engineer. Other correspondence should be given to the secretary by e-mail or hard copy for
preparation for signature by the State Bridge Engineer.
When preparing correspondence on the PC that will require the signature of the State Bridge
Engineer, put the word ‘draft’ on the page. The letter should be e-mailed to the secretary who will
prepare it for signature by the State Bridge Engineer. A copy will be returned to the group.

1.6.5 Correspondence with Legislators and Citizens

When preparing correspondence concerning particular projects with members of Congress, state
representatives and senators, and members of the public, send a copy of the letter to the GDOT
Board member representing that district.

1.6.6 Correspondence with Contractors

1.6.6.1 Prior to Project Being Awarded
Once a project has been advertised for letting, it is under the control of the Office of Bidding
Administration. If any contractor calls with questions on the project, they should be referred to
the Office of Bidding Administration. The Office of Bidding Administration will contact the Bridge
Office for the proper reply to any questions concerning a structure. The Office of Bidding
Administration will then provide that information to all contractors who have purchased plans.
1.6.6.2 During Construction
Send a copy of all correspondence with the contractor to the proper District Office when the
correspondence concerns the Contractor’s plans and/or design notes. This procedure is an
effort to help the District personnel evaluate the need for time extensions on projects where the
Contractor proposes changes to the contract plans. When responding to questions from the
Contractor, the response should be given to the Project Manager for transmittal to the
Contractor.
1.6.6.3 Contractor Cranes on Bridges
Requests from Contractors to place cranes on bridges will be reviewed by the Assistant State
Bridge Engineer.

1.6.7 Bridge Condition and Bridge Deck Condition Surveys

When beginning work in the concept phase of bridge widening projects, the designer shall request
condition surveys on the existing bridge and the existing bridge deck. It is important to request
these early on because it can take up to 6 months to get them completed. The request for a bridge
condition survey should go to the Bridge Maintenance Unit. The request for a bridge deck condition
survey should go to the Concrete Branch, Office of Materials. Each request should include:
a) A description of the bridge (e.g., SR 16 over Flint River)
b) The milepost location of the bridge
c) A location map of the bridge site
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Bridge and Structures Design Manual

d) The proposed Management Letting Date for the project.

e) The Bridge ID and Serial numbers.
f) The deck condition survey request should ask whether the existing deck is grooved, and in
which direction.
g) The Project Number, County and P.I. Number.
h) A description of any anticipated work beyond widening, such as placing an overlay or
jacking of the existing bridge.
Request an updated bridge condition survey or an updated bridge deck condition survey if the
date the letter was issued is older than 3 years. Additional deterioration may have occurred
during this time that needs to be addressed.

1.6.8 Routes for Hauling Bulb-Tee PSC Beams

1.6.8.1 Gross Hauling Weight
When developing plans for bridges requiring long Bulb-T PSC beams, determine the gross haul
weight of the beams, including the trucking apparatus that will carry the beam to the job site. If
the gross haul weight is 135,000 lbs. or greater (allowing 45,000 lbs. for the trucking apparatus),
investigate whether the beams can satisfactorily be trucked to the job site with the assistance of
truck routing personnel from the Bridge Maintenance Unit.
1.6.8.2 Beam Length
If the beams are over 90 feet in length, provide the length and job site location to Bridge
Maintenance truck routing personnel and request that a route for beam delivery be determined.

1.6.9 Transmittal Requirements

1.6.9.1 Preliminary Layouts
The following transmittals shall be made after the preliminary layout has been approved:
a) Project Manager:
 2 full-size prints of the Preliminary Layout
b) Office of Materials for BFI:
 2 prints of the Preliminary Layout
 1 print of Project Cover Sheet
 1 set of prints for Roadway Plan and Profile sheets
 1 copy of location sketch
Include the date the BFI is needed in order to complete the bridge plans on schedule.
c) Site Inspection:
 2 prints of Preliminary Layout
 1 print of Roadway Typical Section at bridge location

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All bridge sites are inspected by representatives of the District Engineer. Send the
request letter to the District Engineer and to the attention of the District Preconstruction
Engineer. The Statewide Location Bureau Chief shall be copied on the transmittal.
Request that the results of the inspection be provided to the Bridge Office in writing.
Requests should include the following, at a minimum:
For Stream Crossings:
 Request that the toes of the endrolls and any intermediate bents near or in the
stream be staked.
 Clearance from the top of bank to the toe of the endrolls and to intermediate bents
should be checked.
For Grade Separations:
 For grade separations, request that the toes of the endrolls and intermediate bents
adjacent to roads or railroad be staked.
 Horizontal clearances from the road or railroad to the bent should be verified as well
as the location of the toe of the endroll.
d) Environment/Location (Stream crossings):
 1 print of Preliminary Layout
 1 print of Project Cover sheet
 1 set of Roadway Plan & Profile Sheets at bridge location
Send to the attention of the NEPA-GEPA Section Chief.
e) FHWA for approval (Interstate bridges and full oversight projects):
 1 half-size print of Preliminary Layout
 1 half-size print of Roadway Plan and Profile sheets (mainline and crossroad)
 1 half-size print of Typical Sections
 1 half-size print of Project Cover Sheet
 1 copy of the Hydraulic Study including the scour report
f) Railroad for approval (via Office of Utilities):
 1 electronic copy (pdf format)
Send the electronic copy to the Project Manager after PFPR. The Project Manager will
submit it as part of a larger package to the Office of Utilities.
For widenings of steel bridges, note on the preliminary layout if the existing structural
steel will or will not be repainted. If repainting, note whether existing paint is lead based.
Norfolk Southern Corporation
Correspondence is sent to Norfolk Southern Corporation (only by the Office of Utilities)
but plans and legal agreements all refer to their subsidiary companies, for instance
Central of Georgia Railroad Company and the line shown on the plans would be Central

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Bridge and Structures Design Manual

of Georgia Railroad. The other subsidiary lines (the company names are the same but
end in Company) are: Norfolk Southern Railway; Georgia Southern & Florida Railway;
Tennessee, Alabama & Georgia Railroad; Georgia Northern Railway; and Alabama
Great Southern Railroad.
For Norfolk Southern lines, request that the name, address and telephone number of the
person to contact before commencing subsurface investigation. Complete and include
the Norfolk Southern bridge data sheet (in Appendix 1A).
CSX Transportation, Inc.
If the submittal is to CSX Transportation, Inc. (do not call it CSX Railroad), include a
copy of the form letter, signed by the State Bridge Engineer, requesting permission for
the Department to make borings on Railroad Right-of-way (in Appendix 1A). Complete
and include the CSX bridge data sheet (in Appendix 1A).
There are no subsidiaries of CSX Transportation, Inc. Former railroads identified as
Seaboard Coast Line Railroad, Louisville and Nashville Railroad, Georgia Railroad,
Atlanta and West Point Railroad, Gainesville Midland Railroad, Atlantic Coast Line
Railroad, and Seaboard System railroad are now part of CSX Transportation, Inc. and
should be identified as CSX Transportation, Inc.
Other Railroads
In addition to the above two major railroads, there are about 20 “short line” or small
railroads operating in Georgia. Call the Office of Utilities if there are any questions about
the identification of these railroads.
1.6.9.2 Construction Plans for Approval
1.6.9.2.1 Preliminary Construction Plans
The following transmittals shall be made before the final plans have been approved:
a) Construction Office (Cofferdams and/or seal concrete):
 1 print of Bridge Plan and Elevation Sheet
 1 print of Bridge Intermediate Bent Sheet(s)
 1 copy of BFI Report
Transmittal sheet should request the recommendation of the State Bridge
Construction Engineer concerning the need for cofferdams and/or seals (See
Appendix 1A).
b) Final Bridge Plans for Front Office Review:
 1 stapled set of final bridge plans with Project Cover Sheet on top
 1 copy of BFI Report
 1 half-size copy of Preliminary Layout
 1 copy of each of the following reports, as applicable:
o Site Inspection Report
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o Cofferdam Recommendations (cofferdams recommended in BFI)

o Bridge Salvage letter (If existing bridge at site)
o Bridge Condition Survey (for widening projects)
o Bridge Deck Condition Survey (for widening projects)
o Railroad approval of Preliminary Layout (for bridges over/carrying railroads)
o FHWA approval of Preliminary Layout (for interstate or full oversight projects)
1.6.9.2.2 Final Approved Plans (before FFPR)
The following transmittals shall be made after the final plans have been approved:
a) Plans File (Section 1.7.2):
 1 set of final bridge plans with Project Cover Sheet
b) Project Manager:
 1 set of final bridge plans
 1 copy of Specification Checklist provided by Assistant State Bridge Engineer
 1 copy of any required Special Provisions
c) Railroad for approval (via Office of Utilities):
 1 electronic copy (pdf format)
Send the electronic copy to the Project Manager prior to, or at the time of FFPR.
The Project Manager will submit it to the Office of Utilities.
1.6.9.2.3 Final Approved Plans (after FFPR)
The following transmittals shall be made after the final plans have been approved and FFPR
comments have been addressed:
a) FHWA for approval (full oversight projects):
 1 half-size set of final bridge plans
 1 copy of BFI Report
b) Project Manager:
 1 set of any sheets revised after FFPR
1.6.9.2.4 Construction
a) Shop Drawings:
Approved Shop Drawings:
 1 set to the field (Area Office)
 1 set to remain in the Bridge Office file
 2 sets to contractor

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Bridge and Structures Design Manual

 2 sets to Office of Materials

o Send shop drawings for concrete items to the Branch Chief for the Concrete
Branch.
o Send shop drawings for other items, except metal deck forms and detour
bridges which are not sent to the lab, to the Branch Chief for the Inspection
Services Branch.
 1 set to remain with consultant, if applicable
 1 copy of the transmittal letter to the appropriate District Office
 1 copy of the transmittal letter to the project manager
See Section 8.10.2 for additional transmittal requirements for railroad shoring shop
drawings.
Shop Drawings requiring correction:
 2 sets to the contractor
o Transmittal letter should indicate that the drawings be forwarded to the
fabricator and how many corrected sets shall be returned.
 1 copy of the transmittal letter to the field
 1 copy of the transmittal letter to the appropriate District Office
Sometimes, GDOT field personnel will request that all shop drawings and
correspondence go through their office. These requests should be complied with, but
it should be pointed out to the field that this will slow down the review and approval
process. Shop drawings being sent to the Lab should always be sent directly there.
b) As-Built Foundation Information Sheet(s)
Plans File:
 1 full-size copy of revised As-Built Foundation Information sheet to replace
previous sheet
Geotechnical Bureau:
 1 half-size copy of revised As-Built Foundation Information sheet
Bridge Maintenance Engineer (for stream crossing only):
 1 half-size copy of revised As-Built Foundation Information sheet
 1 half-size copy of Bridge Plan and Elevation sheet
Bridge Hydraulics (for stream crossing only):
 1 half-size copy of revised As-Built Foundation Information sheet
 1 half-size copy of Plan and Elevation sheet
 1 half-size copy of each substructure sheet

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Bridge and Structures Design Manual

 1 copy of BFI Report

Project Record Set:
 1 full size copy of revised As-Built Foundation Information sheet
Send to the Office of Design Policy and Support, attention: Glenn Williams, for
inclusion in the electronic record set with a copy of the transmittal letter to the Project
Manager.

1.6.10 In-House Mailing Requirements

1.6.10.1 General
Plans may be transmitted to the Office of Roadway Design or to the District Offices using “green
sheets” or computerized transmittal forms. If the item to be transmitted can be folded to
approximately letter size, it can be placed directly in the Bridge Office out-box with the
transmittal form. Copies of all transmittal forms should be placed in the in-box of the Assistant
State Bridge Engineer.
1.6.10.2 Rolled Plans
1.6.10.2.1 No Mailing Label Required
Rolled plans being sent to the Office of Roadway Design, other offices within the General
Office, the Office of Materials or the Office of Environment/Location can be sent using a
“green sheet” or computerized transmittal form and can be placed directly in the Bridge
Office out-box. Mail for Districts 6 and 7 is picked up by couriers, so rolled plans do not
require a mailing label and can be placed directly in the Bridge Office out-box with the
transmittal form.
1.6.10.2.2 Mailing Label Required
Rolled plans being transmitted to the other Districts require mailing labels before they will be
picked up for mailing, so they should be put in the secretary’s in-box with the transmittal
letter for a mailing label to be prepared.

1.6.11 Public Access to Project Records

All project records and correspondence are to be made available to the public when requested.
The only exceptions are documents within which the Department and the Attorney General’s Office
communicate on an attorney-client basis; all such documentation should be kept in a separate file
from other project records. See MOG 3A-3 for additional requirements and forms to be used.

1.6.12 Construction Time Estimates

Do not send bridge plans to the District or to the Office of Construction for preparation of a
construction time estimate. The District Construction Engineer should obtain a complete set of
plans from the Project Manager to use in preparing the construction time estimate so that he can
account for items not in the bridge plans which can affect the bridge construction time.

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Bridge and Structures Design Manual

1.6.13 FHWA Review Requirements

Any project may be designated as a non-certification acceptance project, also known as full
oversight (FOS) projects. This means that preliminary layouts, final plans and plan revisions shall
be submitted to the FHWA Division Administrator for review and approval. See Section 1.6.9 for
transmittal requirements.

1.6.14 Response to Field Plan Review Reports

Following the issuance of the final PFPR or FFPR report, it is the Design Group Leader’s
responsibility to provide response to any bridge related items in the report, as well as to address
any additional items that might be relevant. This response can be made in the form of an e-mail
with a copy being sent to the Assistant State Bridge Engineer. For more complicated issues it may
be appropriate to route the response through the State Bridge Engineer for signature.
The e-mail or letter should be addressed to the Project Manager with a copy to the Office of
Engineering Services. The response should be prepared promptly as the Project Manager is
required to respond to PFPR comments within 4 weeks and to FFPR comments within 2 weeks. It is
not necessary to concur or comply with recommendations in the PFPR or FFPR report, but a
response is necessary for each. If the response is negative, provide an explanation. Consultants
may be asked by the liaison to write responses to the comments.

1.7 Special Provisions and Plan Files

1.7.1 Special Provisions

Project Special Provisions dealing with special construction features or construction sequences are
prepared by the Assistant State Bridge Engineer. The Group Leader will provide advice and
information to the Assistant State Bridge Engineer. Consultants will be responsible for preparing
Special Provisions to be reviewed by the Bridge Office for their projects when a specification is not
available.

1.7.2 Plans File

A Project Cover Sheet shall be included with all bridge, wall, culvert or other plans inserted in the
Plans File rack in the Bridge Office. Plans shall be placed in the Plans File as soon as possible
once final plans are completed and approved. Plans shall be removed promptly when notice of final
acceptance is given.

1.7.3 Files for Completed Projects

Once a bridge project has been constructed and accepted by the Department, the design file is
condensed and should be prepared for transmittal to Bridge Maintenance Unit (or to the bridge
liaison for consultant contracts).
a) Remove all staples and clips.
b) Remove (or provide reduced size copies of) all sheets that are not 8½” x 11” or 8½” x 14”.
c) Remove all quantity calculations and non-essential correspondence.
d) Be sure all items are arranged in the file in the proper location and order.
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Bridge and Structures Design Manual

e) If the boring log location sketch in the BFI is on plan size sheets, remove it from the file.
Otherwise, include it with the BFI.
f) Include pile driving logs and load test reports. Include as-built foundation data if it is on 8½”
x 11” or 8½” x 14” pages.
g) Include the Hydraulic Study (unless it has been given to Bridge Hydraulics) and any permits,
if applicable.
h) Keep only enough of each computer program output to allow the program to be recreated.
Keep geometry program input only if the bridge has unusual geometry. Do not include
reinforcing bar program input or output.
i) A CD with all pertinent electronic files should be kept on record as well.
It will be the responsibility of the Design Group Leader to determine what correspondence will be
kept. In general, the correspondences should be kept if there is a possibility to have problems with
the bridge or if the bridge is being widened. Do not keep shop drawing transmittal letters unless
they contain details or information that would be needed.

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Bridge and Structures Design Manual

Appendix 1A - Sample Letters

The following pages contain copies of sample letter that are typically used on bridge projects.

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 DEPARTMENT OF TRANSPORTATION
STATE OF GEORGIA
________________

INTERDEPARTMENT CORRESPONDENCE

FILE BRN-208-1(17)
BRST-030-1(25), Stewart County OFFICE Atlanta
SR 27 over Bladen Creek
P.I. No. 333160 DATE August 1, 2005

FROM BRN-208-1(17)
Benjamin F. Rabun, III, P.E., State Bridge Engineer

TO BRN-208-1(17)
James K. Magnus, State Construction Engineer
Attention: Melissa Harper
SUBJECT BRN-208-1(17)
COFFERDAM DETERMINATION REQUEST

Attached for review please find one copy of the Bridge Plan and Elevation for the above referenced
project. Also attached is a copy of the approved BFI. The two-year flood stage for the referenced
project is Elev. 314.42. Please review and forward comments to this office in the next two weeks so
that we can submit plans to Engineering Services for a Final Field Plan Review.

If you have any questions or require further information please call Ted Cashin at 404-463-6265.

BFR:EJC

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Keith Golden, P.E., Commissioner DEPARTMENT OF TRANSPORTATION
One Georgia Center, 600 West Peachtree Street, NW
Atlanta, Georgia 30308
Telephone: (404) 631-1000

October 2, 2010

FILE: STP00-0000-00(000_ FULTON COUNTY

SR 1 OVER RIVER 2
P.I. No. 1234567

FROM: Benjamin F. Rabun, III, P.E., State Bridge and Structural Engineer

TO: Southern Concrete, Inc.

Somewhere
Sometime

SUBJECT: PSC BEAM SHOP DRAWINGS

Type of drawings: PSC Beams Steel Beams Bearing Pads Metal Deck Forms
Other
___________________________________________________________________________
Please find enclosed:
Approved shop drawings bearing our Stamp of Approval. Please forward prints of the shop
drawings to the fabricator.

Rejected shop drawings containing our Review Comments and bearing our Stamp of
Review. Please furnish this office with sets of corrected shop drawings for our further review
and approval.

Additional Instruction/Comments
___________________________________________________________________________

BFR:TEC

cc: Bill DuVall, attn: Ted Cashin

Bobby Hilliard, Office of Program Delivery
District 3 Engineer David B. Millen
Area 2 Engineer Mark Williams
1557 E. Lamar Street (SR 27)
Americus, GA 31709
(with one set of approved shop drawings)

Research Engineer Georgene Geary, attn: Myron Banks

(with two sets of approved shop drawings)

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Keith Golden, P.E., Commissioner DEPARTMENT OF TRANSPORTATION
December 14, 2004
One Georgia Center, 600 West Peachtree Street, NW
Atlanta, Georgia 30308
Telephone: (404) 631-1000

October 2, 2010

FILE: STP00-0000-00(000_ FULTON COUNTY

SR 1 OVER RIVER 2
P.I. No. 1234567

FROM: Benjamin F. Rabun III, P.E., State Bridge and Structural Engineer

TO: Southern Concrete, Inc.

Somewhere
Sometime

SUBJECT: PSC BEAM SHOP DRAWINGS

Type of drawings: PSC Beams Steel Beams Bearing Pads Metal Deck Forms
Other
___________________________________________________________________________
Please find enclosed:
Approved shop drawings bearing our Stamp of Approval. Please forward prints of the shop
drawings to the fabricator.

Rejected shop drawings containing our Review Comments and bearing our Stamp of
Review. Please furnish this office with sets of corrected shop drawings for our further review
and approval.

Additional Instruction/Comments
___________________________________________________________________________

BFR:TEC

cc: Bill DuVall, attn: Ted Cashin

Bobby Hilliard, Office of Program Delivery
District 3 Engineer David B. Millen
Area 2 Engineer Mark Williams
1557 E. Lamar Street (SR 27)
Americus, GA 31709
(with one set of approved shop drawings)

Research Engineer Georgene Geary, attn: Myron Banks

(with two sets of approved shop drawings)

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 DEPARTMENT OF TRANSPORTATION
STATE OF GEORGIA
________________

INTERDEPARTMENT CORRESPONDENCE

FILE BRN-208-1(17)
BRST-030-1(25), Stewart County OFFICE Atlanta
SR 27 over Bladen Creek
P.I. No. 333160 DATE October 26, 2010

FROM BRN-208-1(17)
Benjamin F. Rabun, III, P.E., State Bridge Engineer

TO BRN-208-1(17)
David B. Millen, District Engineer, Thomaston
Attention: Bill Rountree
SUBJECT BRN-208-1(17)
BRIDGE SITE INSPECTION AND STAKE OUT REQUEST

Attached for your use please find copies of the bridge preliminary layout and the roadway typical
section. Please perform a bridge site inspection and stake out the clearance between the endrolls and
creek banks. Please send the results of the site inspection, in writing, to this office. The 2 year
floodstage elevation is 483.78 feet. This bridge is on new alignment to the West of the existing
roadway.

If you have any questions or require further information please call Ted Cashin at (404)463-6135.

BFR:EJC

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 DEPARTMENT OF TRANSPORTATION
STATE OF GEORGIA
________________

INTERDEPARTMENT CORRESPONDENCE

FILE BRN-208-1(17)
BRST0-0030-01(025) Stewart County OFFICE Atlanta
SR 27 over Bladen Creek
P.I. No. 333160 DATE October 26, 2010

FROM BRN-208-1(17)
Benjamin F. Rabun, III, P.E., State Bridge Engineer

TO BRN-208-1(17)
Mike Clements, P.E., State Bridge Maintenance Engineer

SUBJECT BRN-208-1(17)
OVERSIZED TRUCK

54 in. Bulb Tee PSC Beams are to be used on the above project. The beams are approximately 100
feet long and weigh approximately 68,650 lb. each. The total weight of the truck and beam will be
approximately 113,650 lb.

Please let us know if there are acceptable shipping routes from the fabricator’s plant to the project
site. This project is scheduled for a December, 2002 letting.

If you have any questions or require further information please call Ted Cashin at (404)463-6135.

BFR:EJC

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Bridge and Structures Design Manual

DEPARTMENT OF TRANSPORTATION
STATE OF GEORGIA
________________

INTERDEPARTMENT CORRESPONDENCE

FILE BRN-208-1(17)
BRST0-0030-01(025), Stewart County OFFICE Atlanta
SR 27 over Bladen Creek
P.I. No. 333160 DATE October 26, 2010

FROM BRN-208-1(17)
Benjamin F. Rabun, III, P.E., State Bridge Engineer

TO BRN-208-1(17)
Brent A. Story, P.E., State Design Policy and Support Engineer
Attention: Glenn Williams
SUBJECT BRN-208-1(17)
AS-BUILT BRIDGE FOUNDATION PLANS

Attached for revision to the electronic record set please find one full-size print of the as-built
foundation sheet. This sheet reflects actual conditions encountered during construction as relayed by
the DOT project engineer.

If you have any questions or require further information please call Ted Cashin at (404)463-6135.

BFR:EJC

cc: Geotechnical Bureau (half-size)

State Bridge Maintenance Engineer (half-size with P&E sheet)
Bridge Design, Hydraulics (half-size with P&E sheet and BFI)

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Bridge and Structures Design Manual

NORFOLK SOUTHERN CORPORATION

OVERHEAD GRADE SEPARATION DATA SHEET

1. Location: ______________ ________________ Georgia

City County State

2. Distance from nearest Milepost to Centerline of Bridge: _______________________

3. State Project Number: ________________________________________________________

4. Description of Project: ________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

5. Utilities on Railroad Property:

Name Any Adjustments required? Contact Person

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

6. List all the at-grade crossings that will be eliminated by the construction of this grade separation.
DOT# Milepost Signalized?

____________________________________________________________________________

____________________________________________________________________________

7. Minimum Horizontal Clearance from Centerline of Nearest Track to Face of Pier?

A. Proposed: _________________ B. Existing (if applicable): _____________

8. Minimum Vertical Clearance above top of high rail:

A. Proposed: _________________ B. Existing (if applicable): _____________

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Bridge and Structures Design Manual

NORFOLK SOUTHERN CORPORATION

OVERHEAD GRADE SEPARATION DATA SHEET

Page 2

9. List piers where crashwalls are provided:

Pier: Distance from centerline of track:

___________________________ _________________________

___________________________ _________________________

___________________________ _________________________

10. Describe how drainage from approach roadway is handled:

___________________________________________________________________________

___________________________________________________________________________

___________________________________________________________________________

11. Describe how drainage from bridge is handled:

___________________________________________________________________________

___________________________________________________________________________

___________________________________________________________________________

12. List piers where shoring is required to protect track:

___________________________________________________________________________

___________________________________________________________________________

___________________________________________________________________________

13. Scheduled letting Date: __________________________________

NOTE: Design Criteria for Overhead bridges apply to Items 7 through 12.

All information on this Data Sheet to be furnished by Submitting Agency and should be sent
with initial transmittal of project notification.

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 Bridge and Structures Design Manual

Keith Golden, P.E., Commissioner DEPARTMENT OF TRANSPORTATION

One Georgia Center, 600 West Peachtree Street, NW

Atlanta, Georgia 30308
Telephone: (404) 631-1000

March 15, 2013

BRST-0000-00(0) Appling County

SR 1 over CSX Transportation, Inc.
P.I. No. 0000000

Mr. Shelby Stevenson

Principle Manager, Public Engineer
CSX Transportation, Inc.
500 Water Street, J-301
Jacksonville, FL 32202

Dear Mr. Stevenson:

This is to request permission for the Department of Transportation’s equipment and personnel to
enter upon Railroad Right-of-Way for the purpose of making test borings to determine foundation
requirements for the bridge as shown in the preliminary layout transmitted with our letter of
_____________________ in accordance with the following conditions:

(1) Drilling to be performed only during daylight hours with test borings not more than 4
inches in diameter and not nearer than 15 feet from centerline of track.

(2) The Department will furnish the Division Engineer of the Railroad in Atlanta, Georgia,
sufficient advance notice so that Railroad supervision can be provided.

(3) At the completion of the test borings, the Department will promptly and completely fill-in
and tamp and, in all respects, restore the right-of-way to its original condition, satisfactory to
the Division Engineer of the Railroad.

(4) Permission extended shall be subject to termination upon five days’ notice in writing
from either party to the other.

Subject to terms and conditions indicated above being satisfactory, please indicate your approval
by signing and returning the original of this letter and retaining a duplicate of the original for your
records.

Yours very truly,

Benjamin F. Rabun, III, P.E.

State Bridge Engineer

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BFR:

cc: Assistant State Bridge Engineer,

attn:
Charles A. Hasty, State Material Engineer,
Attn: Glen Foster

Approved and agreed to this ____ day of _____________, 20__

CSX TRANSPORTATION, INC.

By: _________________________

Title: _________________________

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CSX OVERHEAD BRIDGE CROSSING DATA

1. Location: ______________ ________________ Georgia

City County State

2. Railroad Division: _______________________________________________________

3. Railroad Valuation Station at Centerline of Bridge: _____________________________

4. Distance from nearest Milepost to Centerline of Bridge: _________________________

5. DOT Crossing Number: __________________________________________________

6. State Project Number: ___________________________________________________

7. Description of Project:

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

8. Minimum Horizontal Clearance from Centerline of Nearest Track:

A. Proposed: ___________________ B. Existing (if applicable): __________________

9. Minimum Vertical Clearance above top of low rail:

A. Proposed: ___________________ B. Existing (if applicable): __________________

10. List piers where crashwalls are provided:

Pier: Distance from centerline of track:

___________________________ _________________________

___________________________ _________________________

11. Describe how drainage from bridge is handled:

_________________________________________________________________________

_________________________________________________________________________

12. List piers where shoring is required to protect track:

_________________________________________________________________________

13. Plan Submittal: Preliminary _______________ Final ____________________

NOTE: CSX Criteria for Overhead bridges apply to Items 8 through 13.

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General Design - Contents

General Design - Contents ........................................................................................... 2-i
2.1 Design Specification/Method ........................................................................................... 2-1
2.1.1 Bridges, Culverts and Retaining Walls .................................................................... 2-1
2.1.2 Pedestrian Structures ............................................................................................. 2-1
2.1.3 Sign and Light Supports .......................................................................................... 2-1
2.1.4 Sound Barriers ......................................................................................................... 2-1
2.2 Loads ............................................................................................................................. 2-1
2.2.1 Dead Loads ............................................................................................................. 2-1
2.2.2 Live Loads ............................................................................................................... 2-2
2.3 Horizontal and Vertical Clearances ................................................................................. 2-3
2.3.1 Clearance Calculation .............................................................................................. 2-3
2.3.2 Stream Crossing ...................................................................................................... 2-3
2.3.3 Grade Separations ................................................................................................... 2-3
2.3.4 Railroad Crossings................................................................................................... 2-4
2.4 Survey for Bridge Design ................................................................................................ 2-5
2.4.1 Stream Crossing – Hydraulic Studies ....................................................................... 2-6
2.4.2 Grade Separations ................................................................................................. 2-11
2.4.3 Railroad Crossings................................................................................................. 2-12
2.5 Staged Construction ..................................................................................................... 2-14
2.5.1 Temporary Shoring ................................................................................................ 2-14
2.5.2 Pour Strips ............................................................................................................. 2-14
2.5.3 Temporary Barrier .................................................................................................. 2-14
2.6 Bridge Jacking .............................................................................................................. 2-14
2.6.1 General .................................................................................................................. 2-14
2.6.2 Utility Consideration ............................................................................................... 2-14
2.6.3 Additional Work...................................................................................................... 2-15
2.6.4 Plans ..................................................................................................................... 2-15
2.7 Bridge Salvage ............................................................................................................. 2-17
2.8 Software ....................................................................................................................... 2-17
2.8.1 General .................................................................................................................. 2-17
2.8.2 LRFD Projects ....................................................................................................... 2-17
2.8.3 Standard Specification Projects ............................................................................. 2-17
2.9 Preliminary Design ........................................................................................................ 2-18
2.9.1 Roadway Geometry ............................................................................................... 2-18
2.9.2 Bridge Widths ........................................................................................................ 2-19
2.9.3 Bridge Lengths....................................................................................................... 2-21
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2.9.4 Guidelines for Selecting Bridge Type ..................................................................... 2-21

2.9.5 Bridge Type Study ................................................................................................. 2-23
2.10 Quantities ..................................................................................................................... 2-26
2.10.1 Quantities on General Notes .................................................................................. 2-26
2.10.2 Quantities on Detail Sheets.................................................................................... 2-26
2.10.3 Quantities for Staged Construction and Continuous Units ...................................... 2-27
Appendix 2A - Hydraulic Engineering Field Report .................................................................. 2-28

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General Design
2.1 Design Specification/Method

2.1.1 Bridges, Culverts and Retaining Walls

All bridges, culverts and retaining walls designated as LRFD structures by the Department shall be
designed in accordance with AASHTO LRFD Bridge Design Specifications, 7th Edition – 2014
(AASHTO LRFD Specifications), and the Georgia Standard Specifications, 2013 Edition (GDOT
Standard Specifications), as modified by contract documents.
All bridges, culverts and retaining walls not designated as LRFD structures by the Department shall
be designed in accordance with the AASHTO Standard Specifications for Highway Bridges, 17th
Edition – 2002 (AASHTO Standard Specifications), and the Georgia Standard Specifications, 2013
Edition (GDOT Standard Specifications), as modified by contract documents.

For Standard Specifications structures involving curved steel members or steel boxes shall also be
investigated using the AASHTO Guide Specifications for Horizontally Curved Bridges, 1993.

All bridges shall be classified as “typical” as related to LRFD 1.3.5, unless specified otherwise by
the Bridge Office.

2.1.2 Pedestrian Structures

All pedestrian overpass structures should be designed in accordance with the AASHTO LRFD
Guide Specifications for Design of Pedestrian Bridges, 2nd Edition, 2009.

2.1.3 Sign and Light Supports

The design of sign and light support structures is currently under review by the Bridge Office in
order to be updated. Contact the Bridge Office for the applicable specifications to use for the design
of these structures.

2.1.4 Sound Barriers

All sound barriers should be designed in accordance with the AASHTO Guide Specifications for
Structural Design of Sound Barriers, 1989, with 2002 interims.

2.2 Loads

2.2.1 Dead Loads

2.2.1.1 Non-Composite Dead Loads
The non-composite dead load consists of:
 Slab
 Coping

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 Diaphragms
 Metal Stay-In-Place (SIP) forms: 16 lbs./ft2 – Do not include weight for Reinforced Concrete
Deck Girders (T-beam bridges)
2.2.1.2 Composite Dead Loads
The composite dead load consists of:
 Sidewalks
 Barriers and parapets
 Medians
 Future Wearing Surface: .030 ksf – All Bridges
 Utilities
For bridges meeting the conditions of LRFD 4.6.2.2.1, these loads will be summed and
distributed equally to all beams except in the case of very wide bridges (over 70 feet out-to-out).
For very wide bridges, the sidewalk, barrier, and parapet loads should be distributed to the four
exterior beams on each side, and the median load distributed to the beams under the median.
The future paving allowance will be distributed to all beams.

2.2.2 Live Loads

2.2.2.1 Design Vehicular Load
For LRFD projects, the design vehicular load shall be AASHTO HL-93. The Dynamic Load
Allowance (IM) shall be included as specified in LRFD 3.6.2. Extreme force effects shall be
taken as specified in LRFD 3.6.1.3, including the two design trucks plus design lane load for
intermediate bents.
For Standard Specification projects, the design vehicular load shall be AASHTO HS-20 and/or
Alt. Military Loading.

2.2.2.2 Bridge Widening

When an existing bridge is to be widened, its structural capacity will be accepted if the live load
capacity is HS-15 or greater and the bridge does not require posting for any of the State’s legal
loads. It is desirable to have at least 10% reserve capacity for each of the State’s legal loads.
For bridges that are to be widened on the Interstate system and State Grip System, the
structural capacity will be accepted if the live load capacity is HS-20 or greater. The Bridge
Maintenance Unit will make recommendations for replacement or widening of a bridge in the
bridge condition report.
When widening an existing bridge designed under the AASHTO Standard Specifications, the
widened portion may be designed using the AASHTO Standard Specifications, unless the
Bridge Office requires it to be designed in accordance with the AASHTO LRFD Specifications.

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2.2.2.3 Sidewalk Live Load

The sidewalk live load will be calculated according to LRFD 3.6.1.6 and distributed the same as
the sidewalk dead load.

2.3 Horizontal and Vertical Clearances

2.3.1 Clearance Calculation

All vertical and lateral clearances for bridge sites shall be determined by mathematical calculation
and checked with an independent calculation.

2.3.2 Stream Crossing

See the GDOT Drainage Manual chapter 12.

2.3.3 Grade Separations

2.3.3.1 Vertical Clearances
Vertical clearances shall be determined using Table 2.3.3.1-1. Ensure that vertical clearance is
provided for the entire width of the travelway under the bridge, including any future lanes
programmed to be added beneath the structure.
Table 2.3.3.1-1 Vertical Clearances for Bridges
Route and Bridge Type Minimum Permissible**
Interstates 17’-0” 16’-6”
State Routes (non-interstate) 16’-9” 16’-6”
Local Routes 16’-9” 14’-6”
Pedestrian Bridges 17’-6” -
Bridges Not Easily Raised* 17’-6” -
*Structures that cannot be easily raised include concrete box bridges or bridges with integral
piers.
** Needs prior approval from the Bridge Office.
Where bridges pass over mixed use trail systems, a minimum of 8 ft of vertical clearance should
be provided over the trail. In locations where there is a high probability that emergency or
service vehicles may pass under the bridge the clearance should be increased to 10 ft.
Where falsework is necessary, a minimum temporary vertical clearance of 15’-9” shall be
provided. Coordinate with the Bridge Office if this clearance is not attainable.
2.3.3.2 Horizontal Clearances
Intermediate bents shall be located so as to provide the desirable clear zone as specified in the
AASHTO Roadside Design Guide whenever practical. Where this is not practical, the designer
shall coordinate with the Project Manager to determine how to protect the columns from traffic.
For new bridges over interstates, if future lanes for the interstate are not included in the concept
report and/or future typical section, provide a bridge to accommodate a minimum of one future
lane in each direction outside existing or proposed lanes.

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2.3.4 Railroad Crossings

2.3.4.1 CSX Transportation, Inc.
The following requirements should be met when dealing with CSX Transportation, Inc.:
a) Provide a minimum vertical clearance of 23’-0” from top of high rail to bottom of beam. This
clearance is measured along lines concentric with the centerline of the track and 10’-0” on
either side.
b) The desirable horizontal clearance from center of track to the face of the column is 25’-0” on
each side, and this should be provided whenever possible. Where multiple tracks are
present, measurements are from the outermost tracks. This allows the intermediate bents
adjacent to the railroad to be built without crash walls. The minimum clearance is 18’-0” for
tangent tracks. Add 3½” of clearance for each inch of track superelevation on curved tracks.
c) Crash walls are to be provided where horizontal clearance is less than 25 feet. The top of
the crash wall should be 6’-0” above the top of the high rail. The crash wall should be 2’-6” in
thickness and extend 2’-6” beyond the outside faces of the exterior columns. The face of the
crash wall on the track side should extend 6” beyond the face of the column.
d) Provide a chain link fence for all bridges over CSX Transportation facilities.
e) Existing drainage facilities parallel to the track(s) must be maintained through the structure.
f) Endrolls shall have slope paving.
g) Overpass drainage must be directed away from the railroad right-of-way.
h) See Figure 2.3.4.1-1 for railroad cross-section data for use in calculating bridge end
locations. Allow 4’-9” for the depth of the ditch from top of rail to bottom of ditch. It should be
noted that this work may never actually be done depending on the existing conditions, but
the proposed bridge length shall be determined using Figure 2.3.4.1-1.
When these items cannot be achieved due to conditions, some items may be changed on a
negotiated basis.

Figure 2.3.4.1-1 Endfill Control Diagram

2.3.4.2 Norfolk Southern Corporation
Subsidiaries of Norfolk Southern Corporation include:
 Norfolk Southern Railway Company
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 Central of Georgia Railroad Company

 Georgia Southern & Florida Railway Company
 Tennessee, Alabama & Georgia Railroad Company
 Georgia Northern Railway Company
 Alabama Great Southern Railroad Company
The following requirements shall be met when dealing with Norfolk Southern Corporation and its
subsidiaries:
a) Provide a minimum vertical clearance of 23’-0” from top of high rail to bottom of beam. This
clearance is measured along lines concentric with the centerline of the track and 10’-0” on
either side.
b) The desirable horizontal clearance from center of track to the face of the column is 25’-0”,
whenever possible, to avoid the use of crash walls. For a single track, minimum horizontal
clearance is 18 feet on one side and 14 feet on the other side of the track for locations
where the span adjacent to the span over the railroad is not the end span. If the span
adjacent to the railroad is the end span, provide 22’-0”. The railroad will advise which side
requires the 18 feet based on the location and the direction of mechanized maintenance
machinery. For double tracks, provide 18 feet on each side.
c) Crash walls shall be provided if the horizontal clearance is less than 25’-0”. Crash walls
should be 2’-6” in thickness and extend 2’-6” beyond the outside edge of the exterior
column. The face of the crash wall on the track side should extend 6” beyond the face of the
column. The top of the crash wall should be 10’-0” above the top of the high rail.
d) Endrolls shall have slope paving.
e) Overpass drainage must be directed away from the railroad right-of-way.
f) See Figure 2.3.4.1-1 for railroad cross-section data for use in calculating bridge end
locations. Allow 4’-9” for the depth of the ditch from top of rail to bottom of ditch. It should be
noted that this work may never actually be done depending on the existing conditions, but
the proposed bridge length shall be determined using Figure 2.3.4.1-1.
See GDOT Policy 6865-7: Vertical Clearance of Bridges over RR Tracks, concerning
procedures for determining accurate vertical clearances over railroad tracks during construction.

2.4 Survey for Bridge Design

Designers should assure that the survey includes all the information necessary. Surveyors should
be directed to the GDOT survey manual available from the Office of Design Policy and Support for
more detailed information.

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2.4.1 Stream Crossing – Hydraulic Studies

2.4.1.1 Property Survey
A Property Survey covers the extents of the topographic corridor and stream traverse. As a
minimum, this will include property owner’s names and addresses, deeds, plats, and tax maps.
The right-of-way should always be verified by deeds.
2.4.1.2 Existing Roadway Data
2.4.1.2.1 Alignment
The alignment of the existing roadway and bridge should be surveyed to the extents of the
project limits. The beginning and ending centerline station should be established on the
ground or pavement along with the beginning and ending centerline stations of the bridge
and any PC’s or PT’s.
2.4.1.2.2 Profile
The profile of the existing roadway and bridge shall be determined for the same extents as
the alignment. This profile shall include shots along the centerline, edges of pavement,
outside edges of the roadway shoulder, and toe of the roadway embankment.
2.4.1.2.3 Intersecting Roads
Profiles are required for all intersecting roads that are located within the limits of the
floodplain. These profiles shall extend 500 feet upstream and/or downstream of the
intersection with the project road.
This data is also required for roadway and railroad embankments located along the stream
and within the floodplain that are no further than 2000 feet upstream and/or downstream of
the project site.
2.4.1.3 Existing Bridge Data
Top of deck elevations are required at several locations along the existing bridge. See Figure
2.4.1.3-1 for specific shot locations for replacement/paralleling projects and widening projects.
For all existing bridges within a project, elevation shots are required where centerline of bridge
and gutter lines intersect each BFPR.
For Bridge widening project, additional elevation shots are required where the centerline of
bridge and gutter lines intersect each centerline of bent and each mid-span line along the
structure. Bottom of beam elevations for the outside beams at each bent shall be obtained.
The above data shall be provided for all bridges or culverts located within the floodplain that are
no further than 2000 feet upstream and/or downstream of the project site.
For bridge widening projects where the existing bridge plans are not available, a more detailed
survey that gives a complete description of the superstructure and substructure will be required.
Surveyor shall check with Project Engineer to determine availability of bridge plans.

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Figure 2.4.1.3-1 Bridge Survey Shot Locations for Deck Elevations

2.4.1.4 Topographic Coverage
Topographic coverage shall extend at least 150 ft. each side of the centerline. These coverage
limits shall apply to both the existing centerline and proposed centerline, if different.
It is preferred that the hydraulic survey data be taken in DTM format. The coverage shall be
detailed enough to cover all required areas specified in the field report. These survey points
should be included in the InRoads file that is provided to the roadway designer. All survey points
should be labeled consistently and clearly identified. All survey data shall be referenced to
NAVD88.

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2.4.1.5 Benchmarks
A minimum of three benchmarks are required: One at the beginning of the survey, one at the
end of the survey, and one for each bridge or stream site near the right-of-way. Benchmarks
should be described with a sketch, which also shows the X, Y, and Z coordinates. Benchmarks
shall be referenced to the project stations with a complete physical description and elevation. All
elevations should be established with a spirit level, referenced to NAVD88. Benchmarks for
bridge or stream site shall be located within a distance of 300 feet from the site.
2.4.1.6 Stream Traverse
The stream traverse should begin at 500 feet upstream from the bridge centerline with Station
1+00.00 and then continue downstream to a station 500 feet below the bridge centerline. Cross
sections of the stream channel are required at the following locations:
 Every 100 feet along the traverse
 Centerline of the existing bridge
 Centerline of the proposed bridge
 50 feet and 100 feet upstream of the proposed bridge centerline
 50 feet and 100 feet downstream of the proposed bridge centerline
These cross sections shall be detailed enough to accurately define the profile of the terrain,
which usually includes end rolls, stream channel banks, streambed elevations, scoured areas,
and any other breaks in the terrain (see Figure 2.4.1.6-1). A sufficient number of streambed
shots shall be taken to ensure an accurate stream channel model can be created. Traverses
and stream cross sections shall be provided for all stream channels in the floodplain. As stated
above, the DTM method is preferred, as long as it is detailed enough to accurately define the
location and cross section profile of the stream channel along the entire stream traverse.

Figure 2.4.1.6-1 Bridge Survey Shot Locations for Streambed

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2.4.1.7 Floodplain Cross Sections

2.4.1.7.1 General
Two floodplain cross sections are required, one at 100 feet on each side of the roadway.
Each cross section should extend to a point 2 feet above the high water mark that has been
established for the stream at the bridge site. The floodplain elevations should be taken at all
breakpoints in the terrain within the Bridge Survey alignment and 500 foot intervals outside
the alignment.
This data is also required for bridge and roadway sites located within 2000 feet upstream
and/or downstream of the project site.
2.4.1.7.2 Parallel Bridges or Small Alignment Shifts
Parallel bridge projects and/or projects with the proposed alignment shifted a relatively small
distance require a floodplain cross section be taken along the new and/or parallel alignment.
2.4.1.7.3 New Locations
New location projects require that a floodplain cross-section be taken along the new
alignment.
2.4.1.7.4 Abnormal Flood Conditions
For projects with abnormal flood conditions (creeks that flow into one of the state’s major
rivers), a floodplain cross section is required of the major river below the confluence with the
creek. Since this would be an extremely costly section to have surveyed, the cross section
may be approximated from USGS maps.
2.4.1.8 Bridge Sketch
Bridge sketches shall be drawn showing the elevation and centerline plus the bottom of the
bridge beam at each cap. This sketch also shows the centerline station plus an elevation on all
terrain breaks beneath the bridges. The stationing used to show elevations on the bottom of the
beam and the profile of the ground beneath the lowest bridge beam shall be the same as the
stationing for the alignment of the bridge deck. On mapping surveys, which have no alignment,
the stationing for the bridge sketch shall begin with station 0+00.
For structures located upstream or downstream that could have an adverse effect of the bridge
at the survey site, a sketch is required. This distance could be as much as 2000 feet. For
upstream drainage structures beyond this limit, the size and type should be plotted on a
quadrangle map or county map.
The surveyor shall provide, on the bridge sketch, any overflow bridge or culvert within the
floodplain with the distance to the project bridge, deck elevation or culvert size, and the flow line
elevation.
2.4.1.9 Hydraulic Engineering Field Report
The surveyor shall provide a Hydraulic Field Report in accordance with GDOT Standards. See
Hydraulic Engineering Field Report Form in Appendix 2A.

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2.4.1.9.1 Normal Water Surface Data

Water surface elevations are required at the survey centerline and at 500 feet upstream and
downstream of the survey centerline. These shots shall be taken in the same time period.
For tidal sites, the normal high and low tide elevations are required.
2.4.1.9.2 Historical Flood Data
The extreme high water elevation (flood of record) shall be obtained along with the date of
occurrence, location (distance upstream or downstream), and the source for this information.
If the site is tidal, the highest observed tide elevation is needed.
The surveyor shall record the floor elevations and locations of any houses, buildings or other
structures that have been flooded, or have floor elevations within 2 feet of the flood of
record. For structures that have been flooded, the surveyor shall provide the flood
information, including the number of times the structure has been flooded, the date(s), and
the high water elevations.
Note: The high water elevations should be obtained from longtime local residents and/or
city/county officials.
2.4.1.10 Miscellaneous Survey Data
2.4.1.10.1 Dams and Spillways
For sites affected by an upstream or downstream dam, survey shots are required that
describe the location, length, width and elevation of the dam embankment and spillway
opening. The water surface elevation of the impounded water shall be provided.
2.4.1.10.2 Guide Banks (Spur Dikes)
Shots shall be taken that will reflect the location, length and elevation of the guide bank.
2.4.1.10.3 Longitudinal Roadway Encroachments on Floodplains
Additional floodplain cross sections will be required to determine the effects of the
longitudinal encroachment. The surveyor can contact the Project Engineer for guidance on
the extent of additional survey data that will be required.
2.4.1.10.4 Upstream and Downstream Crossings
For all bridges and culverts that lie between 2000 feet and 1 mile upstream and downstream
from the project bridge, the surveyor shall identify basic information for each structure, such
as distance from proposed structure, type of structure, route location, and structure sizes in
the Hydraulic Engineering Field Report.
2.4.1.10.5 Additional Cross Sections
If the hydraulics at the project site is affected by other factors such as confluence with other
streams or narrow floodplain cross sections, additional floodplain cross sections may be
required. The surveyor should contact the roadway designer if a question arises during the
field survey of the project.

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2.4.2 Grade Separations

The following items are needed for a bridge survey over an existing road:
2.4.2.1 Property Survey
A Property Survey that covers extents of all the roadway alignments’ corridors. As a minimum,
this will include property owner’s names and addresses, deeds, plats, and tax maps. The right-
of-way should always be verified by deeds.
2.4.2.2 Existing Roadway Data
2.4.2.2.1 Alignment
The alignment of the existing roadway and bridge should be surveyed to the extents of the
project limits. The beginning and ending centerline station should be established on the
ground or pavement along with the beginning and ending centerline stations of the bridge
and any PC’s or PT’s.
2.4.2.2.2 Profile
The profile of the existing roadway and bridge shall be determined for the same extents as
the alignment. This profile shall include shots along the centerline, edges of pavement,
outside edges of the roadway shoulder, and toe of the roadway embankment.
2.4.2.2.3 Intersection Roads
Profiles are required for all intersecting roads that are located within the limits of the survey.
These profiles shall extend at least 300 feet from the intersection with the project road.
These profiles shall include shots along the centerline, edges of pavement, outside edges of
the roadway shoulder, and toe of the roadway embankment.
2.4.2.3 Existing Bridge Data
Top of deck elevations are required at several locations along the existing bridge. See Figure
2.4.1.3-1 for specific shot locations for replacement/paralleling projects and widening projects.
For all existing bridges within a project, elevation shots are required where centerline of bridge
and gutter lines intersect each BFPR.
For Bridge widening project, additional elevation shots are required where the centerline of
bridge and gutter lines intersect each centerline of bent and each mid-span line along the
structure. Bottom of beam elevations for the outside beams at each bent shall be obtained.
For bridge widening projects where the existing bridge plans are not available, a more detailed
survey that gives a complete description of the superstructure and substructure will be required.
Surveyor shall check with Project Engineer to determine availability of bridge plans.
2.4.2.4 Topographic Coverage
Topographic coverage shall extend at least 150 ft. each side of the centerline. These coverage
limits shall apply to both the existing centerline and proposed centerline, if different.

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2.4.2.5 Benchmarks
A minimum of three benchmarks are required: One at the beginning of the survey, one at the
end of the survey, and one for each bridge site near the right-of-way. Benchmarks should be
described with a sketch, which also shows the X, Y, and Z coordinates. Benchmarks shall be
referenced to the project stations with a complete physical description and elevation. All
elevations should be established with a spirit level, referenced to NAVD88. Benchmarks for
bridge or stream site shall be located within a distance of 300 feet from the site.
2.4.2.6 Profile and Cross Sections
Profile and Cross Sections or DTM coverage should have the same limits as the Topographic
limits.
2.4.2.7 Roadway beneath Bridge
The road beneath a bridge for 300 feet left and right of the bridge requires a complete survey
which includes: Alignment, property, topographic, profile levels and cross sections or DTM
survey data.
2.4.2.8 Bridge Sketch
A bridge sketch is required. On this sketch, show the vertical clearance from the bottom of the
outside bridge beams to the roadway pavement at the centerline of the road and at each edge
of pavement of the road.

2.4.3 Railroad Crossings

The following items are needed for a bridge survey over an existing railroad:
2.4.3.1 Property Survey
A Property Survey that covers extents of the roadway alignment and railroad corridors. As a
minimum, this will include property owner’s names and addresses, deeds, plats, and tax maps.
The right-of-way should always be verified by deeds.
2.4.3.2 Existing Roadway Data
2.4.3.2.1 Alignment
The alignment of the existing roadway and bridge should be surveyed to the extents of the
project limits. The beginning and ending centerline station should be established on the
ground or pavement along with the beginning and ending centerline stations of the bridge
and any PC’s or PT’s.
2.4.3.2.2 Profile
The profile of the existing roadway and bridge shall be determined for the same extents as
the alignment. This profile shall include shots along the centerline, edges of pavement,
outside edges of the roadway shoulder, and toe of the roadway embankment.
2.4.3.2.3 Intersecting Roads
Profiles are required for all intersecting roads that are located within the limits of the survey.
These profiles shall extend at least 300 feet from the intersection with the project road.

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These profiles shall include shots along the centerline, edges of pavement, outside edges of
the roadway shoulder, and toe of the roadway embankment.
2.4.3.3 Existing Bridge Data
Top of deck elevations are required at several locations along the existing bridge. See Figure
2.4.1.3-1 for specific shot locations for replacement/paralleling projects and widening projects.
For all existing bridges within a project, elevation shots are required where centerline of bridge
and gutter lines intersect each BFPR.
For Bridge widening project, additional elevation shots are required where the centerline of
bridge and gutter lines intersect each centerline of bent and each mid-span line along the
structure. Bottom of beam elevations for the outside beams at each bent shall be obtained.
For bridge widening projects where the existing bridge plans are not available, a more detailed
survey that gives a complete description of the superstructure and substructure will be required.
Surveyor shall check with Project Engineer to determine availability of bridge plans.
2.4.3.4 Topographic
Topographic coverage shall extend at least 150 ft. each side of the centerline. These coverage
limits shall apply to both the existing centerline and proposed centerline, if different.
2.4.3.5 Benchmarks
A minimum of three benchmarks are required: One at the beginning of the survey, one at the
end of the survey, and one for each bridge or stream site near the right-of-way. Benchmarks
should be described with a sketch, which also shows the X, Y, and Z coordinates. Benchmarks
shall be referenced to the project stations with a complete physical description and elevation.
All elevations should be established with a spirit level, referenced to NAVD88. Benchmarks for
bridge or stream site shall be located within a distance of 300 feet from the site.
2.4.3.6 Profile and Cross Sections
Profile and Cross Sections or DTM coverage should have the same limits as the topographic
limits.
2.4.3.7 Railroad beneath Bridge
The railroad beneath the bridge for 500 feet left and right of the bridge requires a complete
survey that includes:
Alignment – The alignment of the centerline on the main railroad tracks for 500 feet left and right
of the bridge shall be surveyed. The intersection of the bridge alignment and the railroad
alignment shall be tied to a railroad milepost.
Property survey – As described in section 2.4.3.1.
Topographic – The topographic coverage limit shall be 100 feet left and right on each side of the
track. If the location has multiple tracks, coverage should be 100 feet beyond the centerline of
the outermost track. The location of the existing bridge pilings should be located from the survey
centerline.

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Profile Levels and Cross Sections or DTM Survey Data – The profile and cross sections or DTM
survey data shall be taken a minimum of 100 feet each side of the track. If the location has
multiple tracks, coverage shall extend for 100 feet beyond the centerline of the outermost track.
Elevations are to be taken on the top of each rail. If collecting elevations in the cross section
format, a minimum of five (5) cross sections shall be taken between the proposed right-of-way
limits. One at the proposed right-of-way, one halfway between the proposed right-of-way and
the bridge centerline, one at the bridge centerline, and the same for the other side of the bridge.
These cross-sections will be taken perpendicular to the railroad track centerline and extend for
100 feet beyond the centerline of the outermost track.
Drainage – All drainage structures and features within the 1000 feet Railroad Survey corridor
shall be provided.
2.4.3.8 Bridge Sketch
A bridge sketch is required. On this sketch, show the vertical clearance from the bottom of the
outermost bridge beams to the top of the railroad rail for each rail beneath the bridge.

2.5 Staged Construction

Staged construction may be required when widening bridges or circumstances require constructing
the new bridge in nearly the same footprint as existing.

2.5.1 Temporary Shoring

Since it is difficult for designers to anticipate a contractor’s exact method of construction, temporary
shoring shall be shown wherever it is considered necessary. Show the temporary shoring with
break lines at the ends to indicate indefinite limits. If shoring is shown on the plans, include a
general note addressing the shoring or include temporary shoring in the list of incidental items. Do
not use the temporary shoring pay item unless a substantial amount of shoring is required.

2.5.2 Pour Strips

Pour strips shall be considered for staged construction. See Section 3.13.1.1 for details.

2.5.3 Temporary Barrier

Temporary barrier shall be considered for staged construction. See Section 3.3.6 for details.

2.6 Bridge Jacking

2.6.1 General
Where bridges are to be raised, the designer shall provide jacking details in final construction plans.
These details should provide 16’-9” minimum vertical clearance over the travel way and paved
shoulders.

2.6.2 Utility Consideration

During the preliminary design phase, the designer should inform the District Utilities Engineer that
the bridge is to be raised and that a field site inspection is needed to identify and locate the utilities
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in place. The findings should be reported to the Bridge Office. The District Utilities Engineer shall
alert the impacted utility companies and remind them of their responsibilities for coordinating
satisfactory utility realignment.

2.6.3 Additional Work

A request should be made to the Bridge Maintenance Unit for a Bridge Condition Survey. Items
reported in need of repair or replacement should be incorporated into the contract documents if
practical.

2.6.4 Plans
Each set of bridge jacking plans should include a Plan and Elevation sheet and Jacking Details
sheets sufficient to describe the overall scope of work and show the required Bridge Office details
along with other pertinent data necessary to obtain accurate and competitive bids. These sheets
are in addition to applicable roadway plans which would include the Cover, Index, Revision
Summary, Summary of Quantities, Detailed Estimate, Typical Sections, and Plan & Profile sheets.
2.6.4.1 Plan and Elevation Sheet
The Plan and Elevation (P&E) sheet should clearly show a plan view that includes beginning
and ending bridge stations, bent arrangements, deck widths, and the point of minimum vertical
clearance. It should also clearly show an elevation view that includes the length of bridge, span
lengths, locations of expansion and fixed bearings, bent numbers, and the minimum vertical
clearance at completion. The P&E sheet should also contain the existing grade data for the
bridge and any underpass roadways as well as the existing bridge Serial, I.D., and P.I.
numbers.
The P&E sheet may also contain the following in accordance with the Bridge Office’s standard
General Notes formatting:
 An “EXISTING BRIDGE CONSISTS OF” tabulation describing the existing bridge
 A “UTILITIES” tabulation listing all existing utilities
 A “WORK CONSISTS OF” tabulation outlining the basic items of the work
 A “DESIGN DATA FOR DESIGN OF PEDESTALS” tabulation indicating the design
specifications used, the typical loading, and the future paving allowance assumed
 A “CONSTRUCTION SEQUENCE” tabulation enumerating proposed steps necessary to
complete the work. A note should be included immediately following these steps stating
“The aforementioned sequence shall be coordinated with the roadway operations, see
roadway plans. In lieu of the above sequence, the contractor may submit a proposed
sequence for approval.”
 A “TRAFFIC DATA” tabulation displaying traffic data for the existing bridge
 A “SUMMARY OF QUANTITIES” tabulation including a lump sum pay item for raising the
existing bridge, pay items for joint re-sealing, and any other pay items for requested bridge
rehabilitation work

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 A “GENERAL NOTES” tabulation stating all applicable standard Bridge Office notes
pertinent to bridge jacking operations as well as notes addressing protection of existing
slope paving, removal and replacement of existing bridge joints and/or other rehabilitative
work, amount of jacking and vertical clearance to be obtained with reference to special
provisions, and responsibility for utility disconnects/reconnects/adjustments
The above tabulations may be included on a separate General Notes sheet if necessary or may
be included on the Jacking Details sheets.
2.6.4.2 Jacking Details Sheet
Jacking Details sheets should include the following:
 Section views at endwalls/backwalls detailing required modifications including pedestals,
new concrete and reinforcement, and approach slab modifications
 Schematics of utility adjustments
 Schematic plan and elevation views of bearing assemblies and pedestals
 Details of elastomeric bearings if required (may be shown on separate sheet if necessary)
 Details of wingwall modifications
 Details of expansion joints
 Steel specifications and finish requirements
 Details/requirements for anchor bolt replacement
2.6.4.3 Maintenance of Traffic
The engineer shall consider maintenance of traffic in the design and ensure adequate
coordination with the roadway plans. The sequence of operations should limit elevation
differences at lift points to 1-inch or less at any given time or as indicated in the Special
Provision for this work.
2.6.4.4 Jacking Method
It is generally not necessary or desirable to specify a jacking method in the plans. The Special
Provision for this work should contain the basic jacking requirements and the engineer should
make sure that is the case. It is the intent that the contractor retains responsibility for the jacking
method/details and damage to the structure. However, the engineer should fully consider all
jacking loads to be placed on the structure. Members should be analyzed as necessary to
ensure that the strength is adequate for jacking by conventional methods. If not, special notes
or details should be developed so a method is clearly available for bidding.
2.6.4.5 Approach Slab
Detailing for bridge jacking should include provisions for retaining existing approach slabs with
modifications for re-supporting on the paving rest after jacking is complete. The existing
approach slabs should normally be overlaid with permanent asphalt as the bridge is jacked
thereby maintaining a consistent traffic surface that will remain in place at the completion of the
project. A note should be included in the plans to require the contractor to check for voids
beneath the approach slab by sounding and coring prior to cutting it free of the paving rest. If
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voids are detected, they should be grouted with flowable fill in accordance with GDOT Standard
Specification Section 600 and a nominal quantity should be set up for this purpose to be used
as directed by the engineer.
2.6.4.6 Concrete Pedestals
Concrete pedestals shall be specified when the pedestal height is over 1'-9". For bridges being
jacked and widened on each side, so the existing portion of the bridge will be laterally
restrained, concrete pedestals are required only when the pedestal height is over 2'-3". Steel
pedestals may be used for heights equal to or lower than these limits.

2.7 Bridge Salvage

In the Preliminary Design Phase, the designer shall write a letter to the Bridge Maintenance Unit
asking for a list of materials to be salvaged from the existing structure. The Bridge Maintenance
Unit will respond by letter either stating that nothing will be salvaged, or with a list of items to be
salvaged. The designer shall place a note on the Plans indicating either the existing bridge
materials to be salvaged from the site or that no materials will be salvaged. Use Bridge Notes G072
through G075 as applicable.

2.8 Software

2.8.1 General
The following software must be used during the production of final bridge plans:
a) Geometry (BRGEOM) – All bridges shall have a geometry program run showing the profile
grade line, centerline construction, beam lines, gutter lines and edge of bridge. Transverse
lines shall include end of bridge, centerline bents, centerline of bearing, and (for T-beams
only) face of cap. This requirement may be waived for simple bridges.
b) General Notes (BRNOTES) – Run this program to have the correct notes and pay items in
the uniform format.
c) Reinforcing Steel (BRRBAR) – Run this program to have the correct steel quantities and
formatted rebar sheets.

2.8.2 LRFD Projects

Prior to beginning final bridge design, consultants shall submit, in writing, the LRFD design software
they will be using for approval by the Bridge Office.

2.8.3 Standard Specification Projects

The Bridge Design Office has a variety of programs available for design using Standard
Specifications that fall into the following categories:
2.8.3.1 Required Software
Required software must be used to at least check the final design of the appropriate items
unless analysis of the structure is beyond the capacity of DOT programs:

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1. Prestressed Beam (BRPSBM1) – All beams must analyze without overstress in the
prestressed beam program. A run will be required for every different length or load
condition.
2. Pier Program (BRPIER) – Each bent must have a pier program run. Seismic
Performance Category B bridges are to be analyzed by BRNCPIER which provides input
for seismic loads. There is no software required for pile bents.
3. Simple Span Beam (BRSPAN) – Required for simple span steel bridges. Note that the t-
beam part of the program uses allowable stress and therefore is not required but can be
helpful in generating loads.
4. Continuous Beam (BRCTBM) – Required for continuous steel beams.
5. Slab Design (BRSLAB07) – You can either run this or use the latest slab charts. The
design of the slab uses allowable stress design.
2.8.3.2 Recommended Software
1. Bearing Pad (BRPAD1) – Provide a run for each size of pad and for each load case or
expansion case. No design is required for half-inch unreinforced bearing pads
2. SEISAB – For bridges in the seismic zone B. Use in conjunction with NCPIER.
3. DESCUS (BRDESC) – For curved steel girders
2.8.3.3 Optional Software
 BRLLCA – Live load case program. Comes up with live load input for the pier program.
 BRPCAC – PCA Column Analysis
 BRCPFT – Continuous footing program
 BRSIGN – Sign base
 BRSPAN – GDOT simple span beam program
 Merlin-Dash – Proprietary simple span or continuous beam program

2.9 Preliminary Design

The Preliminary Design Phase is when the template for the Final Bridge Plans is set. Therefore, it is
critical for the designer to consider all the known aspects that may affect the bridge design and plan
for them during this phase.

2.9.1 Roadway Geometry

Early in the design process the designer may need to collaborate with the roadway designers to
simplify the design and construction of the bridge. Some of the parameters that should be
considered during this phase are discussed in the following subsections.
2.9.1.1 Low Points
When possible, low points should be kept off of the bridge spans and approach slabs. If a low
point must be located on the bridge, the following locations should be avoided:
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 Near a bridge joint due to long term maintenance issues

 On end spans so drainage won’t fall onto unprotected slopes
 Near intermediate bents so drainage won’t fall onto substructure elements
See Section 3.15 for details of deck drainage.
2.9.1.2 Superelevation Transition
Superelevation transitions on bridges should be avoided when practical. Particularly, transitions
between normal crown and reverse crown should be avoided as this requires a more complex
construction sequence and a longitudinal construction joint. If the roadway plans present a
superelevation transition that falls within the limits of the bridge, request that the Project
Manager consider the following alternatives:
 Move the entire superelevation transition completely off the bridge.
 Make a transition to a certain cross-slope, maintain it across the bridge, and then continue
the transition.
 Complete the transition between normal crown and reverse crown off the bridge, then
increase or decrease the superelevation on the bridge as necessary.

2.9.2 Bridge Widths

Bridge width is determined by the roadway classification and other parameters as specified in the
following sub-sections, where TW is the traveled way (total width of lanes).
Note: The shoulder widths are based on A Policy on Geometric Design of Highways and Streets
[AASHTO Green Book], 2004.
2.9.2.1 Bridges on the State and Federal System (non-Interstate)
a) Rural section (2 lanes):
Design Year ADT Bridge Clear Width
0-399 4’ + TW + 4’
400-2000 6’ + TW + 6’
Over 2000 8’ + TW + 8’
b) Rural section (multilane undivided – 4 lanes or more): 8’ + TW + 8’
c) Rural section (multilane divided): 4’ (inside shoulder) + TW + 8’ (outside shoulder)
d) Urban sections (with curb):
The clear width for all new or reconstructed bridges shall be the curb to curb width of the
approach roadway. For two-lane, two-way bridges the minimum clear width shall be TW + 4
ft., unless an exception is obtained from the Chief Engineer. Sidewalks shall be provided on
bridges where curb and gutter is provided on the approach roadway. Minimum sidewalk
width on bridges shall be 5.5 ft. (see Section 3.3.3 - Sidewalks and Medians). When the
roadway curb and gutter section is 2’-6”, 2 ft. is considered gutter for calculation of the
bridge width.
e) Ramps:
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The width of bridges used on ramps shall be considered on a case-by-case basis. The
designer should cooperate with the Project Manager and Bridge Office liaison to determine
the bridge width for a ramp.
2.9.2.2 Bridges off the State and Federal System
a) Rural section (2 lanes)*
Design Year ADT Bridge Clear Width
0-399 2’ + TW + 2’
400-2000 3’ + TW + 3’
Over 2000 8’ + TW + 8’

*For low volume roads with an approach roadway width of one lane, a minimum bridge width
of 18 ft. may be selected with approval from the Chief Engineer.
b) Rural section (multilane undivided – 4 lanes or more): 8’ + TW + 8’
c) Rural section (multilane divided): 4’ (inside shoulder) + TW + 8’ (outside shoulder)
d) Urban section (with curb):
e) The minimum clear width for all new or reconstructed bridges shall be the curb to curb width
of the approach roadway. For two-lane, two-way bridges the minimum clear width shall be
TW + 4 ft., unless an exception is obtained from the Chief Engineer. Sidewalks shall be
provided on bridges where curb and gutter is provided on the approach roadway. Minimum
sidewalk width on bridges shall be 5.5 ft. (see Section 3.3.3 - Sidewalks and Medians).
When the roadway section has a curb and gutter of 2’-6”, 2 ft. is considered gutter for
calculation of the bridge width.
2.9.2.3 Interstate Bridges
Lanes in One Direction Bridge Width Clear Distance
Two Lanes 6’ (inside shoulder) + TW + 12’ (outside shoulder)
Three or More 10’ (inside shoulder) + TW + 12’ (outside shoulder)
Three or More with High
12’ (inside shoulder) + TW + 12’ (outside shoulder)
Truck Traffic
Note: The philosophy on shoulder widths is that with two lanes drivers should be able to
take refuge on the outside shoulder. When more lanes are present, they may have to take
refuge on the inside shoulder. When there is high truck traffic, additional width may be
needed to allow trucks to take refuge on the inside shoulder. If the shoulder widths shown
above are different than the paved shoulders on the roadway plans, this should be
addressed as early in the process as possible since these should generally match.
2.9.2.4 Design Exceptions
When a project is implemented using federal funds and the width characteristics do not meet
the above criteria, a request for design exception shall be submitted to the Chief Engineer for
approval, unless 23 CFR 625 – Design Standards for Highways applies. The following situations
would require consideration for design exceptions.

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2.9.2.4.1 Staging Considerations

In certain staging situations it might be more economical to build the bridge wider as
opposed to building a temporary structure to hold the traffic.
2.9.2.4.2 Future Construction Considerations
When designing a replacement bridge that has a future parallel bridge programmed, it could
be appropriate to apply multi-lane divided traffic criteria instead of the 2-way traffic criteria
specified above.
2.9.2.4.3 Sharp Curves
The bridge width on roads with sharp curves and low traffic can be increased due to tracking
requirements. See Section 4.2.3 - Pavement Widening on Curves of the GDOT Design
Policy Manual.

2.9.3 Bridge Lengths

The bridge length is mostly determined by the obstacle that the bridge must span. For nearly all
road projects the obstacle falls within two general categories – Bodies of Water (Stream Crossings)
or Travelways (Grade Separations).
2.9.3.1 Stream Crossings
The guidelines for setting the span lengths for Stream Crossings are outlined in the GDOT
Drainage Manual.
2.9.3.2 Grade Separations
Bridge spans over roads or railroads shall be long enough to span the travelway, drainage
ditches, shoulders, sidewalks, clear zone for the travelway, and the offset distance from the toe
of slope paving or face of abutment wall (See Sections 2.3.3 and 2.3.4).

2.9.4 Guidelines for Selecting Bridge Type

The following guidelines can be used, unless the cost of the bridge requires a Bridge Type Study
(See Section 2.9.5).
2.9.4.1 Typical Bridge Cost
The following square foot costs for particular bridge types may be used in preparation of
preliminary cost estimates:
Item Square foot cost (out-to-out width)
RC/PSC beams on pile bents $90
Box/Cored Slab/Next Beam on
$150
pile bents*
PSC beams on concrete bents $100
Steel beams on concrete bents $125

* Due to time savings on these type of structures, no net increase in total project costs are
usually seen.

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2.9.4.2 Reinforced Concrete Deck Girders (RCDGs)

Historically, reinforced concrete deck girders (RCDG or T-Beam) on pile bents are some of the
most economical bridges that GDOT has built. When economy governs, the designer should
consider RCDG as the first choice. Typical spans are either 30 feet long (2’-3” deep) or
preferably 40 feet long (2’-9” deep). When running Hydraulics, uniform span lengths should be
added until an acceptable hydraulic opening is found.
2.9.4.3 Contractor PSC Beam Substitution
GDOT Standard Specifications allows contractors to substitute PSC girder spans for RCDG
spans as long as minimum bottom of beam elevations are met. A note should be placed on the
plans if other conditions limit the contractor’s option for the substitution.
Since many RCDG spans are being redesigned by the contractors to PSC girders, designers
may now opt to utilize Type I Mod PSC girders. RCDG may still be more economical than Type I
Mod PSC girders on low-lying bridges where the cost of falsework will be less.
2.9.4.4 PSC Beams on Pile Bents
The maximum span length for AASTHO PSC beam bridges on pile bents is 50 feet. If PSC
piles are recommended in the approved BFI, spans up to 70 feet may be used. Because longer
spans require heavier piling and pile hammers, spans longer than 50 feet may not be
economical on small bridges.
2.9.4.5 Concrete Bents
Concrete bents should be used instead of pile bents for the following situations:
 Bridge requires longer spans
 Bridge height exceeds twenty feet where pile bents will not work
If the BFI recommends spread footings, drilled shafts or pilot holes at bent locations due to rock
or hard layers close to the surface, the bridge layout should be re-examined utilizing longer
span lengths on concrete bents for cost savings.
2.9.4.6 Prestressed Concrete Beams
Prestressed concrete beams are the most economical superstructure type when spans longer
than 40 feet are required. Span length, beam type and beam spacing shall be considered
together for the most economic design. PSC beam charts are provided in Appendix 3B for
guidance. Beam spacing limits are specified in Section 3.4.2.7, and beam length limits are
specified in Section 3.4.2.8. For bridges in visible areas, such as grade separations or stream
crossings with significant adjacent development, same beam depths for adjacent spans should
be considered (see Section 3.4.3.2).
2.9.4.7 Single Span Hydraulic Bridges
When the hydraulic opening requires a bridge that spans the stream with end spans of less than
30 feet, a single span bridge using longer beams could be the best alternative. However, it is
difficult to set long beams across a stream, so a beam setting process needs to be provided in
the hydraulic study. It may be possible to set them from the detour bridge or the adjacent bridge.

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2.9.4.8 Steel Beams

Steel beam bridges should be considered for the following situations:
 Span lengths exceeding 150’ (Bridge Type Study may be appropriate)
 Bridges requiring a shallow superstructure depth for vertical clearance
 Widening existing steel bridges
2.9.4.9 Box Girders
Another option for long spans is steel or concrete box girder bridges. GDOT prefers not to use
concrete box girders due to the extensive falsework required. However, cast-in-place box
girders or segmental box girders should be considered in the Bridge Type Study for appropriate
situations.
2.9.4.10 Beams in Curved Bridges
When the width of the bridge is constant, make the beams parallel within each span as
practical. Also, the centerlines of exterior beams should meet at the centerlines of the
intermediate bents. Use the following practice for placing beams on curved bridges as feasible:
 Place beams parallel to the chord of the bridge centerline from BFPR/centerline bent to
centerline bent.
 Place exterior beams on chords of concentric circles, then parallel interior beams towards
the centerline. For this case, ensure that the non-parallel beam spacing that occurs in the
middle is smaller than the parallel spacing on either side, so it doesn’t control the deck
design.
Placing all beams on their own chords usually makes no beam parallel and leads to complicated
deck formwork.
2.9.4.11 Scissor Bridges
On bridges with very sharp skews, known as “scissor bridges”, it may be appropriate to use
transverse girders rather than longitudinal beams. This results in many girders that only partially
support the roadway. There is no definitive policy on whether to include a deck on the portion
outside the roadway limits or leave the beams with an uncovered top flange. A Bridge Type
Study may be necessary for cost comparison between many short transverse girders and a few
long longitudinal beams.
2.9.4.12 MSE Wall Abutments
An MSE wall abutment should be considered as an alternative to an end roll on grade
separations. It could be a more economical solution, especially for wide bridges.

2.9.5 Bridge Type Study

A Bridge Type Study should be performed whenever the estimated construction cost of a single
bridge is expected to exceed $10,000,000, or as directed by the Bridge Office. The study report
serves as a reference supporting the choice of the structure type for a project.

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2.9.5.1 Purpose
The Bridge Type Study establishes what alternative(s) will be carried forward in the Preliminary
and Final Design phases. When alternate designs are considered, uniform design criteria,
material requirements and unit costs should be applied.
2.9.5.2 Format
The report shall use 8 ½” by 11” pages with drawings on larger sheets, if necessary, folded to fit
the report. The report shall be neatly written and the contents shall be presented in a logical
sequence with narratives as necessary. An Executive Summary shall be included comparing the
relative features and costs of the alternatives considered and recommending which
alternative(s) to be carried forward into the Preliminary Phase.
The Bridge Type Study should be as self-contained as possible by including all arguments that
establish, justify, support, or prove the conclusions. It is acceptable to make reference to other
documents that will be included in the final submittal package. Any documentation, such as
drawings, clear and concise views, or other illustrated information that assists in presenting
design intent and solutions should be included in the package.
2.9.5.3 Contents
Provide cost data and other information that affects the selection of an alternative, including
geotechnical survey data (if available), life cycle maintenance costs, construction time and
staging assumptions, constructability, maintenance of traffic, aesthetics, etc. Various methods of
handling traffic during construction should be thoroughly investigated. Data provided by others
should be thoroughly reviewed and if deemed insufficient or in error should be brought to the
attention of the provider. The major items that should be included are described in the following
subsections.
2.9.5.3.1 Bridge Description
The Bridge Type Study should include a detailed description of each proposed alternate
structure. This description should consider the following in its development:
a) Span length: Span lengths are governed by column/pier locations that provide the
required vertical and horizontal clearances, then economic and aesthetic considerations.
b) Superstructure depth: Superstructure depths, particular for grade separation structures,
shall be kept to the minimum as allowed by good engineering practice.
c) Span continuity: The economic and engineering advantage of simple span vs.
continuous spans should be addressed.
d) Superstructure type: Consider prestressed concrete girders, steel rolled sections, steel
plate girders, steel or concrete box girders, and other sections approved by the Bridge
Office.
e) Pier protection: Piers located in a divided highway median must be protected from traffic,
typically by guardrail or concrete barrier, when located within the clear zone.

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f) Foundation: For piles and drilled shafts, assume size, length, and capacities from
geotechnical information, if available. For spread footings, allowable bearing pressure
should also be assumed from geotechnical information, if available.
2.9.5.3.2 Costs
The Bridge Type Study should include a cost estimate for each proposed alternate structure.
This estimate should include the following:
a) Quantity estimates: Quantities should be estimated to the accuracy necessary for
comparing the alternatives. For minor bridges rough quantities, such as the amount of
reinforcing steel estimated from historic steel-to-concrete ratios, may be sufficient. For
major and complex bridges more detailed quantity calculations may be required.
b) Unit costs: Unit costs should be derived using data available from GDOT or con-
tractors/suppliers. The sources of all price data should be recorded for later reference.
For major and complex structures it may be necessary to develop unit costs from an
analysis of fabrication, storage, delivery and erection costs.
c) Cost matrix: A cost matrix should be established for each alternative to reveal the most
economic span arrangement.
2.9.5.3.3 Aesthetics
The Bridge Type Study should include a narrative explaining how aesthetics affected the
design of each proposed alternate structure. This narrative should address the following
considerations:
a) Totality of structure: A bridge should be made aesthetically pleasing in and of itself by
giving proper attention to shapes, proportions and continuity of forms and lines. The
basic structure of the bridge itself should be the main focus in bridge aesthetics, not
enhancements, additions, or other superficial touches.
b) Compatibility with site: A bridge should be made aesthetically pleasing in context of its
surroundings. Additional emphasis should be placed on the surroundings at
interchanges where landscaping or unique features need to be considered.
c) Conformity of theme: Conformity of theme and unifying appearance should be created or
maintained in locations with multiple bridges, such as interchanges, where aesthetics
are important because of high visibility to a large number of motorists.
d) Inherently pleasing substructure shapes: Consideration should be given to structural
systems that are inherently more pleasing, such as hammerhead or "T" shaped piers,
oval or polygonal shaped columns, piers in lieu of bents, etc.
2.9.5.3.4 Constructability and Maintainability
All construction and maintenance requirements should be identified and appropriately
reflected in any concept that is to be recommended for design.
a) Constructability: Items such as member sizes/handling/fabrication, maintenance of
traffic, construction staging, equipment requirements, etc. should be considered.

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b) Transportation: Special evaluation shall be made to insure against potential problems

that may occur in obtaining permits and equipment to transport long and/or heavy
members from point of manufacture to the project site.
c) Maintenance: Considerations for future maintenance inspection shall be taken into
account in the structure's design. Such considerations may include the need for 6 feet
minimum headroom inside steel or concrete box girder superstructures.

2.10 Quantities
Quantities are required on all structural plans submitted to the Bridge Office for review, including
design-build projects. This includes a Summary of Quantities, quantities tables on superstructure
and substructure sheets, and a reinforcing bar schedule.

2.10.1 Quantities on General Notes

For Lump Superstructure Pay Items on the General Notes sheet, present the quantities in the
brackets as shown in the following examples:
 LUMP SUPERSTR CONC, CLASS AA - BR NO 1 (465)
 LUMP STR STEEL - BR NO 1 (1465450)
 LUMP SUPERSTR REINF STEEL - BR NO 1 (265430)
All quantities shall be shown as whole number. Do not include decimals or commas.
Piling quantities shall be rounded up to the next even 5 feet.

2.10.2 Quantities on Detail Sheets

All superstructure quantities shall be itemized on the superstructure detail sheet as shown in Table
2.10.2-1. Do not include a TOTAL column in this table unless all of the spans in the bridge are
shown in the table and the total includes all of the spans in the bridge. All substructure quantities
shall be itemized on the substructure detail sheet as shown in Table 2.10.2-2. Show concrete
quantities to one decimal place. Reinforcing steel and structural steel quantities should be integers.
Table 2.10.2-1 Superstructure Quantity Table
SUPERSTRUCTURE QUANTITIES
ITEM SPAN 1 SPAN 2 SPAN 3 TOTAL
LUMP – CY SUPERSTR CONCRETE, CLASS D 159.9 145.5 159.9 465.3
LUMP – LB SUPERSTR REINF STEEL 89,316 86,798 89,316 265,430
LUMP – STRUCTURAL STEEL 490,009 485,432 490,009 1,465,450

Table 2.10.2-2 Substructure Quantity Table

SUBSTRUCTURE QUANTITIES
ITEM BENT 2 BENT 3
CY CLASS AA CONCRETE 77.1 81.6
LB BAR REINF STEEL 15,642 16,552

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2.10.3 Quantities for Staged Construction and Continuous Units

Bar schedules for continuous span units supported by structural steel shall be tabulated by pour. In
this case, the quantity on the superstructure detail sheet shall be shown by continuous unit. Bar
schedules for stage constructed bridges shall be tabulated by stage. In the case of stage
constructed simple spans, the quantity on the superstructure detail sheet shall be shown by span.
When a continuous span unit is stage constructed, the bar schedule shall be tabulated by pour and
stage, i.e. Pour 1, Stage 1; Pour 1, Stage 2; etc.

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Appendix 2A - Hydraulic Engineering Field Report

I. HYDRAULIC AND HYDROLOGICAL DATA REQUIRED FOR ALL EXISTING OR PROPOSED
BRIDGE STREAM CROSSING PROJECTS
A. Project Location
District ________________ County _____________ Project No. _____________________
P.I. No. ________________ Route _____________ Stream Name ___________________
Surveyed By __________________________ Date ________________________________
B. Site Information
Floodplain and Stream Channel description:

1. Flat, rolling, mountainous, etc. ______________________________________________

2. Wooded, heavily vegetated, pasture, swampy, etc. _____________________________
______________________________________________________________________
3. Stream channel description: well-defined banks, meandering, debris, etc.
______________________________________________________________________
______________________________________________________________________
4. Is there any fill in the upstream or downstream floodplain, which will affect the natural
drainage or limit the floodplain width at this site? _______________________________
______________________________________________________________________
C. Required Existing Bridge Information at Project Site
Bridge Identification No. _____________________________________________________
Date Built _________________________________________________________________
Skew angle of bridge bents ___________________________________________________
Substructure Information:
Column type (concrete, steel, etc.) _____________________________________________
Size of column _____________________________________________________________
Number of columns per bent __________________________________________________
Height of curb, parapet or barrier ______________________________________________
Guide Bank (Spur Dike) length, elevation and location (if applicable) ___________________
_________________________________________________________________________
Note any scour problems at intermediate bents or abutments: ________________________
_________________________________________________________________________

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D. Normal Water Surface Data

WS ELEV
500 feet upstream of the survey centerline __________________
At the survey centerline __________________
500 feet downstream of the survey centerline __________________
Normal high tide __________________
Normal low tide __________________

E. Historical Flood Data

Extreme high water elevation at site _________ Date ______________________________
Highest observed tide elevation _________ Date __________________________________
Location where extreme high water elevation was taken (upstream or downstream face of
bridge, distance upstream or downstream, centerline)
Source of high water information _______________________________________________
_________________________________________________________________________
Location and floor elevation of any houses/buildings/structures that have been flooded.
_________________________________________________________________________
Information about flood (number of times house/building/structure has been flooded, water
surface elevation(s) and date(s) of flood _________________________________________
_________________________________________________________________________
Location and floor elevation of any houses/buildings/structures that have floor elevations
within 2 feet of the extreme high water elevation __________________________________
_________________________________________________________________________
F. Benchmark Information
Benchmark number _________________________________________________________
Location (InRoads pt. no. or project station/offset) _________________________________
Physical description _________________________________________________________
_________________________________________________________________________
Benchmark number _________________________________________________________
Location (InRoads pt. no. or project station/offset) _________________________________
Physical description _________________________________________________________
_________________________________________________________________________
Benchmark number _________________________________________________________

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Location (InRoads pt. no. or project station/offset) _________________________________

Physical description _________________________________________________________
_________________________________________________________________________
G. UPSTREAM AND DOWNSTREAM STRUCTURES
Structure type (railroad or highway bridge, culvert) _________________________________
Route number (if applicable) __________________________________________________
Distance from proposed structure ______________________________________________
Length of bridge or culvert size ________________________________________________
Substructure information: ____________________________________________________
Column type (concrete, steel, etc.) _____________________________________________
Size of column _____________________________________________________________
Number of columns per bent __________________________________________________
Note: The above information is required for all bridges or culverts, which lie between
2000 ft. and 1 mile upstream or downstream of the project bridge.
H. MISCELLANEOUS INFORMATION
Are there water surfaces affected by other factors (high water from other streams,
reservoirs, etc.)? ___________________________________________________________
Give location, length, width, and elevation of dam and spillway, if applicable _____________
_________________________________________________________________________

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Superstructure - Contents
Superstructure - Contents............................................................................................. 3-i
3.1 General Design Considerations ...................................................................................... 3-1
3.1.1 Minimum Number of Beams .................................................................................... 3-1
3.1.2 Connections ............................................................................................................. 3-1
3.1.3 Use of Chemical Anchors......................................................................................... 3-1
3.2 Deck Design ................................................................................................................... 3-1
3.2.1 Materials .................................................................................................................. 3-1
3.2.2 Interior Slab ............................................................................................................. 3-2
3.2.3 Overhang Slab ......................................................................................................... 3-4
3.2.4 Epoxy Coated Reinforcement .................................................................................. 3-5
3.2.5 Grooving .................................................................................................................. 3-5
3.2.6 Overlays .................................................................................................................. 3-5
3.2.7 Ride Quality ............................................................................................................. 3-6
3.2.8 Deck Cross Slope .................................................................................................... 3-6
3.3 Barriers, Railings, Sidewalks and Medians ..................................................................... 3-6
3.3.1 Materials .................................................................................................................. 3-6
3.3.2 Barriers .................................................................................................................... 3-6
3.3.3 Sidewalks and Medians ........................................................................................... 3-9
3.3.4 Handrailing .............................................................................................................. 3-9
3.3.5 Chain Link Fence ................................................................................................... 3-10
3.3.6 Temporary Bridge Barrier ...................................................................................... 3-10
3.4 Prestressed Concrete (PSC) Beams ............................................................................. 3-11
3.4.1 Materials ................................................................................................................ 3-11
3.4.2 Design Method....................................................................................................... 3-14
3.4.3 Detailing................................................................................................................. 3-17
3.5 Reinforced Concrete Deck Girders (RCDGs or T-BEAMS) ........................................... 3-19
3.5.1 Materials ................................................................................................................ 3-19
3.5.2 Design Method....................................................................................................... 3-19
3.5.3 Detailing................................................................................................................. 3-20
3.6 Steel Beams ................................................................................................................. 3-20
3.6.1 General .................................................................................................................. 3-20
3.6.2 Materials ................................................................................................................ 3-21
3.6.3 Design Method....................................................................................................... 3-21
3.6.4 Fatigue................................................................................................................... 3-21
3.6.5 Detailing................................................................................................................. 3-22
3.6.6 Welding.................................................................................................................. 3-25
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3.6.7 Paint ...................................................................................................................... 3-25

3.6.8 Salvage of Structural Steel..................................................................................... 3-25
3.6.9 Beam Corrections .................................................................................................. 3-26
3.7 Post-Tensioned Box Girders ......................................................................................... 3-26
3.7.1 General .................................................................................................................. 3-26
3.7.2 Dimensions ............................................................................................................ 3-26
3.7.3 Materials ................................................................................................................ 3-26
3.7.4 Use of Stay-In-Place Deck Forms .......................................................................... 3-26
3.7.5 Cell Drains ............................................................................................................. 3-26
3.7.6 Post Tensioned Ducts Detailing ............................................................................. 3-26
3.7.7 Detailing of Anchorage Blisters .............................................................................. 3-27
3.7.8 Open Grate Access Doors ..................................................................................... 3-27
3.7.9 Gas Lines on Post-Tensioned Box Girders ............................................................ 3-27
3.7.10 Segmental Construction Alternate for PT Boxes .................................................... 3-27
3.8 Other Precast Concrete Beams .................................................................................... 3-27
3.8.1 General........................................................................................................................ 3-27
3.8.2 Box Beams .................................................................................................................. 3-28
3.8.3 Next-F Beams .............................................................................................................. 3-28
3.8.4 Cored Slab Beams....................................................................................................... 3-28
3.9 Diaphragms and Cross Frames .................................................................................... 3-28
3.9.1 Concrete Girders ................................................................................................... 3-28
3.9.2 Steel Girders .......................................................................................................... 3-29
3.10 Edge Beams ................................................................................................................. 3-30
3.10.1 General .................................................................................................................. 3-30
3.10.2 Detailing for PSC Beam Bridge .............................................................................. 3-30
3.10.3 Detailing for Steel Beam Bridge ............................................................................. 3-31
3.10.4 Detailing for RCDG Bridge ..................................................................................... 3-31
3.11 Endwalls ....................................................................................................................... 3-32
3.11.1 General .................................................................................................................. 3-32
3.11.2 Detailing................................................................................................................. 3-32
3.12 Bearings ....................................................................................................................... 3-32
3.12.1 Bearing Selection ................................................................................................... 3-32
3.12.2 Plain Elastomeric Pads and Steel Reinforced Elastomeric Bearings ...................... 3-33
3.12.3 Pot Bearings .......................................................................................................... 3-36
3.12.4 Self Lubricating Bearings ....................................................................................... 3-37
3.13 Deck Joints ................................................................................................................... 3-38
3.13.1 Construction Joints ................................................................................................ 3-38
3.13.2 Expansion Joints .................................................................................................... 3-39
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3.14 Utilities on Bridges ........................................................................................................ 3-41

3.14.1 General .................................................................................................................. 3-41
3.14.2 Designation of Utility Owners on Bridge Plans ....................................................... 3-45
3.14.3 Hangers for Electrical Conduits .............................................................................. 3-45
3.14.4 Revisions to Utilities ............................................................................................... 3-45
3.14.5 Gas Lines on Post-Tensioned Box Girders ............................................................ 3-45
3.14.6 Permits for Bridge Attachments ............................................................................. 3-45
3.15 Deck Drainage .............................................................................................................. 3-45
3.15.1 General .................................................................................................................. 3-45
3.15.2 Bridge Profile ......................................................................................................... 3-45
3.15.3 Open Deck Drainage ............................................................................................. 3-46
3.15.4 Deck Drainage System .......................................................................................... 3-46
Appendix 3A - Fall Line Map .................................................................................................... 3-48
Appendix 3B – LRFD Beam Charts.......................................................................................... 3-49
Appendix 3C – Standard Specification Deck Design Charts..................................................... 3-56
Appendix 3D – Standard Specification Beam Charts ............................................................... 3-68

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Superstructure
3.1 General Design Considerations

3.1.1 Minimum Number of Beams

For bridges that will carry vehicular traffic, provide a minimum of 4 beams in each span. When
multi-stem girders are used, a minimum of 3 units shall be provided.

3.1.2 Connections
Each connection between the superstructure and substructure shall be indicated on the Plan and
Elevation sheet as fixed (FIX) or expansion (EXP).
At least one bent cap to superstructure connection within a continuous deck unit (between
expansion joints) shall be “fixed” to prevent any differential longitudinal movement between the
superstructure and substructure. This fixed condition should be achieved by the dowel bars/anchor
bolts connecting the superstructure and substructure through the bearing holes.
All other substructure/superstructure interfaces shall be “expansion” to allow for thermal movement
and/or shrinkage of the superstructure. At these expansion connections, slotted holes or chase in
the beam should be provided for free longitudinal movement of the superstructure.
For PSC beams a 1 ½” smooth dowel (ASTM A709 Grade 50) shall be grouted into the
substructure cap to provide connection. Similarly, a No. 10 reinforcing bar shall be used as a dowel
for RCDG connection. These dowels shall be sized to ensure 2” nominal vertical clearance between
top of pin and recess in the girder.

3.1.3 Use of Chemical Anchors

The use of epoxy in structural connections is generally prohibited by the Department. However,
epoxy use is acceptable for the installation of bridge joins and sidewalk dowel bars. It is also
appropriate for use on staged construction joints as defined by the “EPOXY RESIN ADHESIVE”
general note.

3.2 Deck Design

3.2.1 Materials
3.2.1.1 Concrete
For LRFD projects, use Class D concrete, as specified in Special Provision 500 – Concrete
Structures, which has a 28-day design strength of 4.0 ksi as required by LRFD 5.4.2.1.

For Standard Specification projects, use Class AA concrete that has a 28-day design strength of 3.5
ksi.

3.2.1.2 Reinforcement
Use Grade 60 reinforcement.

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3.2.1.3 PSC Deck Panels

PSC deck panels are no longer used and should not be accommodated in the bridge design.

3.2.2 Interior Slab

3.2.2.1 Standard Specification Projects

For simplicity and consistency, use the required slab charts located in Appendix C3 (output from
GDOT program, BRSLAB07). When using the slab charts, the effective span length is measured
between the stem faces for T-beams, the top flange edges for AASHTO Types I-IV beams and the
top flange quarter points for steel beams, AASHTO Type V beams, and Bulb Tee beams. The slab
charts use a continuity factor of 0.8 that assumes the slab is continuous over 3 or more supports.
For top concrete cover of slab, see Table 3.2.2.2-1 Slab Thickness and Concrete Cover.

3.2.2.2 LRFD Projects

3.2.2.2.1 Design Method
Use the Traditional Design (LRFD 9.7.3) utilizing the approximate method of analysis (LRFD
4.6.2.1.1), also known as the equivalent strip method, to design reinforced concrete slabs.
Use Class 2 exposure condition for LRFD equation 5.7.3.4-1.
The GDOT Bridge Office slab design program, RCSlab(2014-05-01).xmcd, is available on
the Department’s website for download as a zip file.
Empirical Design (LRFD 9.7.2) will not be allowed for deck designs on bridges in the state of
Georgia.
3.2.2.2.2 Loads
Use a future paving allowance of .030 ksf on all bridges.
3.2.2.2.3 Minimum Slab Thickness and Concrete Covers
Use Table 3.2.2.2-1 to determine the minimum slab thickness, the top concrete cover and
the grinding/wearing thickness. Minimum slab thickness and Top cover values include the
grinding/wearing thickness.
Table 3.2.2.2-1 Slab Thickness and Concrete Cover
Minimum Deck Grinding/Wearing
Case No. Bridge Location Top Cover
Thickness Thickness
Below Fall Line*
1 7 ½” 2” 0”
County Road with ADT<2000
Below Fall Line*
2 7 ¾” 2 ¼” ¼”
All Other Routes
Above Fall Line*
3 8” 2 ½” 0”
County Road with ADT<2000
Above Fall Line*
4 8 ¼” 2 ¾” ¼”
All Other Routes
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* See Appendix 3A for location of Fall Line.

Use 1” for the bottom cover on all deck slabs.
3.2.2.3 Detailing
3.2.2.3.1 Main Reinforcements
Place # 5 bars transversely in the top and bottom of the deck as main reinforcement. The
maximum spacing allowed for these bars is 9”. The minimum spacing is 5” to aid in the
placement of the deck concrete.
For LRFD projects, detail the top and bottom main reinforcement at different spacings, as
necessary.
3.2.2.3.2 Distribution Reinforcements
For LRFD projects, use #4 bars set longitudinally above the bottom main bars as distribution
reinforcement. Place these bars at equal spaces in each bay with 3” offsets from the
centerlines of beams.

For Standard Specification projects, use the middle half and outer-quarter information from the slab
chart.

Use # 4 bars set longitudinally below the top main bars for temperature/shrinkage control.
Place one bar over the centerline of each beam and then place additional bars at equal
spaces between the beams and to the edges of the deck with a maximum spacing of 18”.
3.2.2.3.3 Continuous Deck Reinforcement
In simple span bridges with decks made continuous at intermediate bents, provide #6 bars
across the bent in the top mat of the deck. Place two #6 bars between each #4 bars. Only
these #6 bars should be continuous through the construction joint at the bent. The length of
these bars should be 10’-0” total, 5’-0” on each side of the bent. The #4 bars should end 2”
from the construction joint.
3.2.2.3.4 Maximum Reinforcement Lengths
A single bar of reinforcement shall not exceed 60 feet in length. When a rebar in the deck
exceeds 60 feet, use a lap splice in accordance with LRFD 5.11.5.3.1 or Standard
Specification 8.32.3, as appropriate. Provide detailing and notes on the plans that
correspond with the lap splice class selected.
3.2.2.3.5 Additional Reinforcement in Acute Corners
Provide 5 - #5 bars in a fan arrangement in the top of the deck just below the top mat in
acute corners when the enclosed angle is 75 degrees or less. These bars, typically 5 to 10
feet long, are required at the following locations:
 Intermediate bents in simple span bridges
 Ends of continuous span units
 Construction joints in continuous span units

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 Temporary acute corners adjacent to staged construction joints

The designer should ensure that these bars are shown at the corners and placed adjacent
to the edges of the slab in the plans.
3.2.2.3.6 Placement of Transverse Reinforcement
On bridges with skew angles less than 85 degrees, place the transverse reinforcement
normal to the centerline of the bridge then clip and bend near the joints. However on bridges
with skew angles greater than or equal to 85 degrees, the transverse reinforcement can be
placed parallel to the joints to avoid clipping.
For quantity calculations, detail the clipped bars as continuous across the joint, ignoring the
increased length from clipping and bending.

3.2.3 Overhang Slab

3.2.3.1 Standard Specification Projects

Design the overhang in accordance with the AASHTO Standard Specifications.

The top cover of the overhang shall match the top cover for the interior slab. The overhang
thickness shall not be less than the thickness of the interior slab.

3.2.3.2 LRFD Projects

3.2.3.2.1 Design Method
The overhang design shall be evaluated for Design Case 1 and Design Case 3 as defined in
LRFD A13.4. Design Case 1 requires the designer to perform the barrier design in
accordance with LRFD A13.2 and A13.3 in advance to determine the horizontal vehicular
impact load transfer into the overhang. See Section 3.3.2 for barrier design.
3.2.3.2.2 Loads
Use the load transfer variables for standard GDOT barrier and parapet sections, as
presented in Table. For barriers not shown in the table, use LRFD A13.2 and A13.3 to verify
the barrier design and to determine the necessary parameters for overhang design.
3.2.3.2.3 Slab Thickness Limits and Concrete Cover
The minimum thickness of the overhang slab shall be the greater of:
 8” (LRFD 13.7.3.1.2)
 the thickness of the interior slab
The overhang slab thickness should not be more than 1” thicker than the interior slab
thickness.
The top cover of the overhang shall match the top cover for the interior slab.

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3.2.3.3 Detailing
3.2.3.3.1 Cut-off Length for Additional Overhang Reinforcement
Extend additional overhang reinforcement steel (#4 or # 5 bars) 3’-0” beyond the centerline
of the exterior beam.
3.2.3.3.2 Overhang Width
Slab overhangs shall extend a minimum of 6” beyond the exterior beam flange to provide
room for the typical drip notch detail.
Maximum overhang width shall be the lesser of:
 4’-7 ½”
 50% of the beam spacing

3.2.4 Epoxy Coated Reinforcement

Use epoxy coated bars for the following bridges located north of the fall line (see the map in
Appendix 3A):
 Mainline interstate bridges
 Post-tensioned concrete box girder bridges
 Interstate ramp bridges
 Bridges over the interstate with direct interstate access
Epoxy coated bars in these structures shall be used in the top mat of the deck, the entirety of the
barrier/parapet and endposts, and anywhere else where reinforcements have less than 4” cover
from a surface facing traffic. Epoxy coated bars are not required in sidewalks and medians.

3.2.5 Grooving
All bridge decks will be grooved to within one foot of the barrier or curb face, as specified in Section
500 of the GDOT Standard Specifications. Grooving is a pay item. Grooving is not required under
medians or sidewalks.

3.2.6 Overlays
When it is necessary to overlay a cast-in-place concrete deck, use a Portland Cement concrete
overlay. The minimum thickness should be 2” and this should be shown on the Plans. If the overlay
covers only part of the deck and the remaining part of the deck is grooved, the overlay should be
grooved. Coordination with the Project Manager will be necessary to ensure that the approach slab
elevations match the bridge deck.
Place a mat of #4 bars at 18 inches each way in the top of an overlay with thickness of 6 inches or
greater to control cracking due to temperature effects. Measure the overlay thickness from the top
of the existing deck reinforcing. Provide the same cover on the overlay steel as for deck steel (See
Section 3.2.2.2.3).

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3.2.7 Ride Quality

There is a discrepancy between GDOT Standard Specifications and the Bridge Office policy on
bridges subject to profilograph testing. GDOT Standard Specification 500.3.06.E requires
profilograph testing on the following bridges:
 4 or more lane bridges on state routes
 2 lane bridges on state routes with 2000 or more ADT in current year
Bridge Office policy requires profilograph testing on the following bridges:
 All bridges on state routes
 All bridges with 2000 or more ADT in design year
Therefore, the following general note shall be placed on the plans for bridges that are included in
the Bridge Office requirements but not in the GDOT Standard Specifications requirements.
RIDING QUALITY - THE FINISHED BRIDGE DECK AND APPROACH SLABS SHALL
MEET THE RIDE QUALITY REQUIREMENTS AS SPECIFIED IN SUB-SECTION
500.3.06.E OF THE GEORGIA DOT SPECIFICATIONS FOR STATE ROUTES WITH
FOUR LANES OR MORE.

3.2.8 Deck Cross Slope

The cross-slope of the deck should match the roadway plans. Typically the cross-slope is 2% on a
normal crown, but is sometimes shown as ¼ inch per foot.

3.3 Barriers, Railings, Sidewalks and Medians

3.3.1 Materials
3.3.1.1 Concrete
For LRFD projects, use Class D concrete that has a 28-day specified design strength of 4.0 ksi
in accordance with LRFD 5.4.2.1. See Special Provision 500 – Concrete Structures.

For Standard Specification projects, use Class AA concrete that has a 28-day design strength of 3.5
ksi.

3.3.1.2 Reinforcement
Use Grade 60 reinforcement.

3.3.2 Barriers
3.3.2.1 Design Method
3.3.2.1.1 Standard Specification Projects
Design barriers in accordance with the AASHTO Standard Specifications.
Barrier stirrups are typically detailed at every other main transverse deck bar; however, the
spacing shall not exceed 12”.
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3.3.2.1.2 LRFD Projects

Barriers shall be designed in accordance with LRFD A13.2 and A13.3. The LRFD barrier
design data for some GDOT standard barriers is presented in Table 3.3.2.1-1.
Table 3.3.2.1-1 GDOT Standard Barrier
GDOT “New 2’-3” Parapet 2’-10” Parapet
Barrier S-Type Barrier
Jersey” Barrier with handrail * with fence *
𝒇′𝒄 (28-day
concrete 4000 psi 4000 psi 4000 psi 4000 psi
strength)
Test Level TL-4 TL-4 TL-4 TL-4
Ft 54.0 kips 54.0 kips 54.0 kips 54.0 kips
Lt 3.5 ft. 3.5 ft. 3.5 ft. 3.5 ft.
Typical Stirrup
# 5 at 9” # 5 at 11” # 5 at 12” # 5 at 10”
Spacing
Design Mc at 19.67 kip-ft. / 25.38 kip-ft. / 16.21 kip-ft. / 19.37 kip-ft. /
Base ft. ft. ft. ft.
Design Lc 7.51 ft. 9.91 ft. 9.51 ft. 10.39 ft.
Design Rw 94.73 kips 110.99 kips 105.73 kips 115.08 kips

* Numbers based on assumed 5’-6” sidewalk with 1% cross-slope and normal crown on
deck.
3.3.2.2 Applications
3.3.2.2.1 Bridges with sidewalks
Bridges with sidewalks shall include a parapet adjacent to the sidewalk. The minimum
pedestrian rail height of 3’-6”, measured from the top of sidewalk in accordance with LRFD
13.8 and 13.9 can be achieved by installing a handrail or a chain link fence on top of the
parapet. Chain link fence details can be found in the GDOT Bridge Cell Library.
Use a 2’-10” high parapet and a chain link fence for bridges in an urban area (Metro Atlanta,
Macon, Columbus, Savannah and Augusta) over an interstate or other limited access
highway, for all bridges over railroads or as directed by the Bridge Office. See Section 3.3.5
for fence details.
Use a 2’-3” parapet and one pipe aluminum handrail (Georgia Standard 3626) for all other
bridges. See Section 3.3.4 for handrail details.
These details are also used when a bicycle route is present, whether the bike traffic is on
the road or on the sidewalk.
3.3.2.2.2 Bridges without sidewalks
When a bicycle route is present, provide a 3’-6” high S-type concrete barrier adjacent to the
bicycle travelway. This replaces the previously used bike rail detail that consists of a
widened New Jersey barrier with a pipe rail on top.
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When a bicycle route is not present, provide a 2’-8” high New Jersey concrete barrier.
However, if the roadway section uses a different barrier shape, the designer should match
the roadway barrier.
If the bridge is over an interstate highway in Atlanta, provide a barrier with a minimum top
width of 13” and install a curved chain link fence, measuring 8’-6” from the slab to the top of
fence for New Jersey barriers or 8’-4” from the slab to the top of fence for S-type barriers.
Coordinate with the Bridge Office if this situation exists. If the top width is widened, the
barrier must be designed in accordance with LRFD A13.2 and A13.3 in lieu of the values in
Table 3.3.2.1-1.
If the bridge is over a railroad, provide a barrier with a minimum top width of 13” and install a
curved chain link fence, measuring 8’-6” from the slab to the top of fence for New Jersey
barriers or 8’-4” from the slab to the top of fence for S-type barriers. If the top width is
widened, the barrier must be designed in accordance with LRFD A13.2 and A13.3 in lieu of
the values in Table 3.3.2.1-1.
3.3.2.2.3 Architectural rails
In historic areas, an architectural rail may be required. Texas C411 rail and Kansas Corral
rail are typical architectural rails used in Georgia. The Texas C411 rail may be used when
sidewalks are present and the speed limit is 45 mph or less. The Kansas Corral rail may be
used for speed limits up to 55 mph. Do not use Kansas Corral rail adjacent to sidewalks or
with bicycle routes. Because of the expense of these rails, use them only with permission of
the Bridge Office.
3.3.2.3 Detailing
3.3.2.3.1 End Posts
When the end post is on the superstructure, details for the reinforcement need not be
shown, but the weight of the bar reinforcement must be included in the lump sum
superstructure bar reinforcement quantity. The concrete for an end post on the bridge
superstructure shall be included in the lump sum superstructure concrete quantity.
When the end post is an integral part of the substructure, detail the reinforcement in the bar
reinforcement schedule and include the weight of the reinforcement in the quantity for the
substructure element. Include the concrete in the quantity for the substructure element as
well.
On the superstructure or substructure details, as appropriate, refer to Georgia Standard
3054. Also, specify the length, width and height of the end post under “Bridge Consists Of”
on the General Notes sheet.
When the end post is on the superstructure and the end bent is skewed, the end post must
be lengthened to extend beyond the limit of the paving rest. If the length of the end post
exceeds 6’-6”, additional P701 and P401 bars should be added so that the spacing of these
bars does not exceed 12”. In this case, include the Standard Plan Modification (Endpost)
note on the General Notes sheet using the BridgeNotes program.

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3.3.2.3.2 Expansion Joints in Barriers

Expansion joints shall be placed in parapets and barriers at all deck joints including
construction joints, dummy joints and expansion joints. Additional expansion joints shall be
added to maintain a maximum spacing of 20 feet and a minimum spacing of 10 feet.
3.3.2.3.3 Barrier Width Modifications
The top dimension should be changed to 13” when necessary to accommodate a fence,
railing or glare screen.
3.3.2.3.4 Barrier Stirrup Details
Include the following note on the bridge plan sheet that includes details for the barrier or
parapet:
“Provide 2’-2” minimum lap for 5XX and 5XY bars in barrier [parapet].”

3.3.3 Sidewalks and Medians

3.3.3.1 General Requirements
Sidewalks shall be used on all bridges where the approaching roadway section has curb and
gutter. Except for special cases, all sidewalks shall be 5’-6” wide, measured from the gutter line
to the inside face of the parapet. This accommodates a 5’-0” roadway sidewalk and incorporates
a 6” curb. Special cases could include sidewalks where there is an excessive amount of
pedestrian traffic or sidewalks where bicycle traffic is allowed on the sidewalk. The designer
shall receive approval from the GDOT Project Manager before proceeding with design of a
sidewalk that is wider than 5’-6”.
3.3.3.2 Cross-slope
Sidewalks shall be sloped towards traffic at 1% cross-slope. However, on the high side of a
superelevated bridge, the designer may need to increase the cross-slope on the sidewalk to
provide a minimum sidewalk thickness of 3½” at the face of the parapet.
3.3.3.3 Detailing
3.3.3.3.1 Joints
Construction joints shall be provided in sidewalks and medians at deck construction joints
and dummy joints. Expansion joints shall be provided in sidewalks and medians at deck
expansion joints.
3.3.3.3.2 Removable Sidewalk and Median Details
All sidewalks and raised medians shall be detailed as removable.

3.3.4 Handrailing
3.3.4.1 Aluminum Handrail Post Spacing
Post spacing for aluminum handrail shall comply with Georgia Standards 3626 (one pipe
aluminum handrail) or 3632 (two pipe aluminum handrail). Georgia Standard 3632 railing is

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rarely used, and only with permission of the Bridge Office. While satisfying the post spacing
requirements on the Standards, the following characteristics are desirable:
a) Other than end spaces adjacent to the “Y” segment (see Standards), the maximum change
from one space to the next should be 1’-0”.
b) End spaces adjacent to the “Y” segment should be approximately one-half of the length of
the first full space.
c) The minimum post spacing for full spaces should be 6’-0”.
d) The “Y” segment should be between 0’-9” and 2’-3”.
Arrange the post spacing and the parapet joint spacing at the same time, rather than selecting
the parapet joint spacing and then trying to fit the post spacing to it. Sidewalk joints have no
effect on the post spacing.
3.3.4.2 Modification of Existing Aluminum Handrail
When preparing plans for an existing bridge with aluminum handrail that is to remain, the
handrail shall be modified to achieve the following essential elements of the current Standards:
a) The railing should be anchored to the endpost.
b) The spacing of the posts in the first two spaces adjacent to the endpost should not exceed
4’-0”.
Details for handrail modifications shall be included in the plans.

3.3.5 Chain Link Fence

Chain link fence on bridge parapets/barriers shall be galvanized fence fabric with 2” square
openings. Galvanized fence post locations shall be shown on the plans with a maximum spacing of
10’-0” and a minimum spacing of 7’-0”. No post shall be placed with its center within 1’-0” of a
parapet/barrier joint. Epoxy coated chain link fence is not allowed.

3.3.6 Temporary Bridge Barrier

Temporary barriers are required on projects with staged construction. Temporary barriers will be
designated as Method 1 or Method 2 for payment. Method 1 shall be used when there is 6’-0” or
more distance from the centerline of the temporary barrier to an unprotected edge of the deck.
Method 2 shall be used when this distance is less than 6’-0”. A special provision is required for
either method since the GDOT Standard Specifications are not updated for the current temporary
barriers. Use a 2’-6” wide barrier in examining staging options.
When preparing bridge plans where temporary barrier is to be used, the following procedure shall
be followed:
a) Estimate the quantity needed. Refer to Georgia Standard 4960 for allowable taper rates.
b) Request that the roadway designer include that quantity in the roadway plans and
quantities.

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c) In the event that quantities cannot be shown on the roadway plans, the quantity required
should be shown in the Bridge Plans Summary of Quantities under Pay Item 620-0100
Temp Barrier Method No 1 or Pay Item 620-0200 Temp Barrier Method No 2.
3.3.6.1 Method 1
This method requires the contractor to provide, use, relocate and remove the temporary barrier
according to the plans and in accordance with GDOT Standard Specification 620. The barrier
remains the property of the contractor.
When using Method 1 be sure to add the following note to the General Notes:
“TEMPORARY BARRIERS, METHOD 1 – PLACE TEMPORARY BARRIERS AS SHOWN ON
THE PLANS AND GEORGIA STANDARD NO. 4960 TO PROVIDE FOR TWO 12’-0”
TRAFFIC LANES. SUPPLY AND USE THE BARRIER IN ACCORDANCE WITH SECTION
620 OF THE GEORGIA DOT SPECIFICATIONS.”
3.3.6.2 Method 2
This method requires the contractor to furnish barrier that is certified to meet NCHRP 350
standards for impact testing. This method includes positive connectivity of the barrier to the
deck, which typically involves anchoring the barrier to the deck using through bolts. Therefore,
locate the traffic face of the barrier at least 9 inches from the edge of the beam flange. Also
locate the barrier so the outside barrier face is at least 9 inches from the temporary edge of
deck. This should be identified early in the design since it could affect staging or beam spacing.
This method also requires the contractor to use, relocate and remove the temporary barrier
according to the plans and in accordance with GDOT Standard Specification 620. The barrier
remains the property of the contractor.
When using Method 2 be sure to add the following note to the General Notes:
“TEMPORARY BARRIERS, METHOD 2 – PLACE TEMPORARY BARRIERS AS SHOWN
ON THE PLANS AND GEORGIA STANDARD NO. 4960 TO PROVIDE FOR TWO 12’-0”
TRAFFIC LANES. SUPPLY AND USE THE BARRIER IN ACCORDANCE WITH SECTION
620 OF THE GEORGIA DOT SPECIFICATIONS.”

3.4 Prestressed Concrete (PSC) Beams

3.4.1 Materials
3.4.1.1 Concrete
3.4.1.1.1 Concrete Final Strength (Design Strength = f’c)
The minimum 28-day concrete strength for PSC beams is 5.0 ksi. The maximum 28-day
concrete strength for PSC beams is 10.0 ksi.
Concrete strengths of 9.0 ksi and above require a High Performance Concrete special
provision.
Final concrete strengths shall be specified in 0.5 ksi increments.

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Final concrete strength shall be a minimum of 0.5 ksi greater than the designed release
strength.
3.4.1.1.2 Concrete Release Strength (Initial Strength = f’ci)
The minimum concrete release strength for PSC beams is 4.5 ksi.
The concrete release strength should be limited to 7.5 ksi to facilitate typical fabrication
schedules. However, PSC beams using final design strengths over 8.0 ksi may require
higher release strengths.
Release strengths shall be specified in 0.1 ksi increments.
3.4.1.1.3 Concrete Stress Limits
For LRFD projects, concrete stress limits in PSC beams shall be calculated in accordance
with LRFD 5.9.4 and are summarized in Table 3.4.1.1.3-1.

For Standard Specification projects, concrete stress limits in PSC beams shall be calculated in
accordance with Standard Specification 9.15.2 and are summarized in Table 3.4.1.1.3-2.

Table 3.4.1.1.3-1 Concrete Stress Limits for PSC Beams for LRFD Projects
Stress/Limit State LRFD Reference Limit Stress Formula Conditions
Initial Compression
5.9.4.1.1 = 0.60 𝑓′𝑐𝑖 (ksi) At Release
before Losses
Initial Tension = 0.0948 √𝑓′𝑐𝑖 (ksi)
Table 5.9.4.1.2-1 At Release
before Losses ≤ 0.200 𝑘𝑠𝑖
Final Compression, = 0.45 𝑓′𝑐 (ksi) Without Transient Load
Table 5.9.4.2.1-1
Service I = 0.60 𝑓′𝑐 (ksi) With Transient Load

Final Tension, = 0.19 √𝑓′𝑐 (ksi) Normal Exposure

Table 5.9.4.2.2-1
Service III = 0.0948 √𝑓′𝑐 (ksi) Severe Exposure

NOTES:
a) f’c and f’ci shall be in the units of ksi for the above equations.
b) Severe-exposure criteria shall apply to any bridge over waterways located partially or
completely within a coastal county. The coastal counties are Chatham, Bryan, Liberty,
McIntosh, Glynn, and Camden. Normal-Exposure criteria shall be used for all other bridges.
Table 3.4.1.1.3-2 Concrete Stress Limits for PSC Beams for Standard Specification
Projects
Stress Limit Standard Spec. Limit Stress Formula Conditions
Reference
Initial Compression
9.15.2.1 = 0.60 𝑓′𝑐𝑖 (psi) At Release
before Losses

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Initial Tension = 3 √𝑓′𝑐𝑖 (psi)

9.15.2.1 At Release
before Losses ≤ 200 𝑝𝑠𝑖
= 0.60 𝑓′𝑐 (psi) Prestress+DL+LL
Final Compression* 9.15.2.2 = 0.40 𝑓′𝑐 (psi) Prestress+DL
= 0.40 𝑓′𝑐 (psi) LL+1/2 * (Prestress+DL)
= 6 √𝑓′𝑐 (psi) Normal Exposure
Final Tension 9.15.2.2
= 3 √𝑓′𝑐 (psi) Severe Exposure

*BRPSBM1 uses 0.4f’c for all final compression stress checks. Engineer is responsible for
justifying any overstress shown in the program but is within the AASHTO Specification limits
presented above.
NOTES:
a) f’c and f’ci shall be in the units of psi for the above equations.
b) Severe-exposure criteria shall apply to any bridge over waterways located partially or
completely within a coastal county. The coastal counties are Chatham, Bryan, Liberty,
McIntosh, Glynn, and Camden. Normal-Exposure criteria shall be used for all other bridges.
3.4.1.1.4 Unit Weight and Elastic Modulus
a) For LRFD projects, the unit weight of plain concrete shall be calculated according to the
formula presented in LRFD 3.5.1-1 and will be used in the calculation of elastic modulus
as specified in LRFD 5.4.2.4. This unit weight shall be increased by .005 kcf to account
for reinforcement and strands in determining the self-weight of the beam.
b) For Standard Specification projects, the unit weight of plain concrete shall be 145 pcf for
use in the calculation of elastic modulus as specified in Standard Specification 8.7.1.
This unit weight shall be increased by 5 pcf to account for reinforcement and strands in
determining the self-weight of the beam.
3.4.1.2 Prestressing Strands
3.4.1.2.1 Selecting Proper Strand Type
Use 0.6-inch diameter low-relaxation strands in Bulb Tee PSC beams. 0.5-inch diameter
special low-relaxation strands or 0.6-inch diameter low-relaxation strands may be used in
AASHTO PSC beams.
All prestressing strands shall be the same size within any one PSC beam shape for a bridge
site.
3.4.1.2.2 Strand Properties
For LRFD projects, use Ep = 28,500 ksi for the strand Modulus of Elasticity in accordance
with LRFD 5.4.4.2.

For Standard Specification projects, use Ep = 28,000 ksi for the strand Modulus of Elasticity.

Data for prestressing strands for use on PSC beam sheets are shown in Table 3.4.1.2.2-1.

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Table 3.4.1.2.2-1 Properties of Prestressing Strands

DIAMETER AREA JACKING FORCE*

TYPE
(in.) Aps (in2) Pjack (kip)
0.5” Regular 0.5 0.153 30.983
0.5” Special 0.5 0.167 33.818
0.6” 0.6 0.217 43.943

* Pjack = 0.75 Aps fpu for low-relaxation strands, where fpu = 270 ksi
3.4.1.2.3 Strand Arrangement
Detail all straight strands in a 2-inch center-to-center grid, beginning 1” on each side of the
centerline of the beam.
Strands shall be added starting at the bottom of the beam such that each row is filled before
adding strands to the next row.
Put two strands per row in the web (see GDOT PSC Beam Sheets for maximum strand
patterns).
Do not use straight strands in the bottom 3 rows of the beam in the two center strand lines
(1” on either side of the centerline of the beam) in order to provide space for the 7-inch high
dowel bar chase at each end of the beam.
3.4.1.2.4 Draped Strands
The two center strand lines may be draped to control eccentricities along the beam length.
A hold down point for draping is typically located at the mid-point of the beam. However,
dual hold down points may be used if a single point will not work. Raise draped strands high
enough to clear the dowel bar chase at the ends of the beam. Do not place draped strands
within the top 8” of a PSC beam.
Do not use draped strands in Type I Mod PSC beams.
3.4.1.2.5 Top Strands
AASHTO Type I through IV beams shall be designed with the top two strands fully stressed.
The prestressing force in the top strands may be reduced only if necessary to make the
beam work, not to save strands in the bottom.
AASHTO Type V beams and Bulb Tee beams may be designed with a reduced prestressing
force in the four top strands of 10 kips each.
3.4.1.3 Reinforcement
Use Grade 60 for all reinforcing bars.

3.4.2 Design Method

3.4.2.1 Loads
Use a future paving allowance of 0.030 ksf on all bridges.

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For LRFD projects, HL-93 vehicular live loads (LRFD 3.6.1.2.1) shall be applied in accordance
with LRFD 3.6.1.3, including all applicable modifications for Dynamic Load Allowance (IM: LRFD
3.6.2), Multiple Presence Factor (m: LRFD 3.6.1.1.2) and Live Load Distribution Factors (LRFD
4.6.2.2).
Distribution factors for deflection shall be the number of whole 12-foot lanes that will fit on the
bridge divided by the number of beams.

For Standard Specification projects, HS-20 vehicular live loads, lane loads and military loads shall
be applied in accordance with Standard Specifications 3.7.4 and 3.7.6, including all applicable
modifications for Impact (Standard Specification 3.8), Reduction in Load Intensity (Standard
Specification 3.12) and Live Load Distribution Factors (Standard Specification 3.23).

Distribution factors for deflection shall be calculated by multiplying the number of whole 12-foot
lanes that will fit on the bridge by 2 and dividing by the number of beams. The distribution factor
should not be less than 1.
All beams must analyze without overstress in the BRPSBM1. See Section 2.8.3.1.

3.4.2.2 Transformed Section

Do not use transformed section properties for PSC beam design.
3.4.2.3 Prestress Losses
For LRFD projects, prestress losses shall be calculated in accordance with LRFD 5.9.5 but
elastic gains shall be ignored.

For Standard Specifications, prestress losses shall be calculated in accordance with Standard
Specification 9.16.

3.4.2.4 Shear Design

For LRFD projects, PSC beam shear design shall comply with one of the following methods:
 General Procedure using  table as specified in LRFD 5.8.3.4.2 and LRFD Appendix B5
 General Procedure using equations as specified in LRFD 5.8.3.4.2
 Simplified Procedure as specified in LRFD 5.8.3.4.3

For Standard Specification projects, PSC beam shear design shall be performed in accordance with Standard
Specification 9.20.

3.4.2.5 Anchorage Zone Reinforcement

For LRFD projects, provide the minimum amount of reinforcement at girder ends as required by
LRFD 5.10.10. The minimum stirrup clear spacing in the anchorage zone shall be no less than
1.5 inches.

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For Standard Specification projects, provide the minimum amount of reinforcement at girder ends
as required by Standard Specification 9.22. The minimum stirrup clear spacing in the anchorage
zone shall be no less than 1.5 inches.

3.4.2.6 Composite Section Considerations

3.4.2.6.1 Composite Slab
The thickness of the composite slab for strength calculation shall be decreased by 1/4” from
plan thickness to accommodate the section loss from grooving and grinding of deck surface.
However, the weight of the 1/4” shall be included in the design loads.
Commentary: Although not all decks are required to meet Ride Quality Control, grooving
and the general deck smoothness requirements of GDOT Standard Specification 500.3.06.D
could reduce the total deck thickness available for composite action. Therefore, removing
1/4” from the deck thickness shall be used for all cases.
3.4.2.6.2 Composite Coping
The coping thickness considered in composite section property calculations (i.e., “DF” in
BRPSBM1) should be conservatively set as 0 inches. A maximum value of 1” may be used
with adequate justification.
3.4.2.7 Beam Spacing
The maximum beam spacing is 9’-0”.
For LRFD projects, PSC Beam Charts are provided in Appendix 3B to assist the designer in
selecting preliminary PSC beam spacing.

For Standard Specification projects, PSC Beam Charts are provided in Appendix 3D to assist the
designer in selecting preliminary PSC beam spacing.
3.4.2.8 Beam Lengths
The maximum beam lengths for the PSC beams are:
 50 feet for AASHTO Type I Mod. beams
 65 feet for AASHTO Type II beams
 85 feet for AASHTO Type III beams
 125 feet for 54” Bulb Tee beams
 135 feet for 63” Bulb Tee beams
 150 feet for 72” and 74” Bulb Tee beams
AASHTO Type II beams are preferred for span lengths between 40 to 50 feet.
If the above maximum beam lengths are exceeded under an alternate bidding process, the
engineer of record is responsible for performing a beam stability analysis.

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3.4.3 Detailing
3.4.3.1 Concrete Clearances
All strands must be contained within stirrups. Provide 1” minimum concrete cover in PSC
beams (see GDOT PSC Beam Sheets).
3.4.3.2 Fascia Beams
A fascia beam is an exterior beam that is selected for uniform appearance rather than structural
efficiency. When a multi-span bridge is in a visible area and beams of different spans have
different depths, a fascia beam shall be used on the exterior of the shorter spans to match the
deeper beams of the longer span. Fascia beams are not required on bridges crossing water or
railroads.
3.4.3.3 Longitudinal Beam Dimensions
Do not account for vertical grades when detailing longitudinal dimensions of beams on bridge
plans. Effects of vertical grades are to be included in the beam shop drawings provided by the
contractor.
3.4.3.3 Additional Bulb Tee Shapes
The Bridge Office has allowed the use of 56”, 65” and 74” Bulb Tee shapes. These shapes
have two-inch thicker bottom flanges than the original 54”, 63” and 72” Bulb Tee shapes to
accommodate another row of strands. The Bridge Design Reference website has dimensions
and properties for these beams. Use of these beam shapes shall be approved by the Bridge
Office during preliminary design.
3.4.3.5 Stay-In-Place Deck Forms
Stay-in-place metal deck forms are used regularly and therefore the beam design shall include
an additional 0.016 ksf load to account for the weight of the forms including the concrete in the
corrugations.
3.4.3.6 Deflections on Beam Sheets
On the beam sheet, do not include the diaphragm weight in the non-composite deflection since
that deflection will have already occurred prior to pouring the deck. Also, do not include
deflection due to future paving in the composite dead-load deflection since it might never occur.
3.4.3.7 Strand Forces on Beam Sheets
Make sure that the total jacking force is the actual sum of the jacking force per strand, including
the top strands that are specified on the beam sheets.
3.4.3.8 End Slots and Holes
Provide a 1.75" wide, 6” long and 7" deep slot at the expansion ends of PSC beams. Provide a
1.75” diameter, 7” deep hole at the fixed ends. Strands in the web near the bottom of the beam
will conflict with these locations. Therefore, remove the 3 bottom rows of undraped strands in
the web area to avoid conflict or raise draped strands high enough to clear the conflict area.

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3.4.3.9 Diaphragm Holes

When diaphragms are necessary as specified in Section 3.9.1.1, provide holes for the
diaphragm bars and 5” diameter block-outs for the nut and washer as shown on the GDOT PSC
Beam Sheets. The designer shall ensure that the stands do not conflict with the diaphragm
holes or block-outs.
Diaphragm bars shall be located to avoid interference with strands and utilities.
3.4.3.10 Beveling Top Flange
For skewed bridges, only the top flange of PSC beams shall be beveled to match the skew of
the bent. See the GDOT PSC Beam Sheets.
3.4.3.11 Beam Dimensions
Detail girders to 1/16” increments and state on the plans that the lengths given are horizontal
dimensions for in-place girders and that the fabricator shall adjust those lengths for grade and
fabrication effects such as shrinkage and elastic shortening.
The dimensions from centerline of bent or BFPR to centerline of bearing should be calculated
along the beam centerline first. The bearing-to-bearing length is calculated by subtracting these
dimensions from the span length. The beam length is calculated by adding the dimensions
between centerlines of bearing and beam ends.
If the beam length contains a sixteenth of an inch, the half-length shown should be rounded to a
sixteenth or an eighth of an inch.
3.4.3.12 Exterior Beam Bracing
To avoid rotations of exterior beams during deck pours, the following note shall be placed on the
deck section sheet or on the general notes sheet for bridges with Type I, Type I Mod, or Fascia
beams where no diaphragms are present:
The Contractor shall provide bracing between the exterior beam and the first interior
beam until the deck has been poured and the overhang forms removed. All costs for
designing, providing, installing and removing bracing shall be included in price bid
for Lump – Superstructure Concrete.”
3.4.3.13 Bearing Pad Clearance
Provide a minimum of 2" for all PSC beams from the end of the beam to the edge of the bearing
pad. This is to accommodate the chamfer at the end of the beam (up to 3/4” for AASHTO
beams and 1” for Bulb Tee beams) and a 3/4" tolerance on the length of the beam.
3.4.3.14 “D” Dimension and Coping

3.4.3.14.1 “D” Dimension

The “D” dimension is the distance measured from top of slab to top of beam at the centerline
of bearing and is the sum of the slab thickness, minimum coping and additional coping. The
“D” dimension should be provided on the plans for the contractor’s use.
The “D” dimension should be calculated separately for exterior and interior beams in each
span and rounded to the nearest 1/8 inch. For a group of “D” dimension values that are
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within 1/4 inch, it is acceptable to use the largest value for the entire group. However, it
should be noted that this could increase concrete quantities and loads significantly on wide-
flanged PSC beams.
3.4.3.14.2 Minimum Coping
Use a 3/4 inch minimum coping on AASHTO Type-I Mod, Type-II and Type-III PSC beams
and 1½ inches on AASHTO Type-IV and Type-V PSC beams and Bulb Tee PSC beams to
accommodate potential elevation or deflection variations during construction.
3.4.3.14.3 Additional Coping
The designer shall consider additional coping due to vertical curve, cross-slope, beam
throw, beam camber and beam deflection by dead load except for future paving load.
3.4.3.14.4 Maximum Coping
Total coping (minimum plus additional) at any point along a beam centerline shall not
exceed 6”. Modifying the PSC beam design or adding an additional beam to the cross-
section are acceptable methods for controlling the coping.
3.4.3.14.5 Coping Reinforcement
Where coping exceeds 4 inches, provide additional reinforcement as shown in the COPING
cell of the GDOT Bridge Cell Library.

3.5 Reinforced Concrete Deck Girders (RCDGs or T-BEAMS)

3.5.1 Materials
3.5.1.1 Concrete
For LRFD projects, use Class D concrete that has a 28-day specified design strength of 4.0 ksi
in accordance with LRFD 5.4.2.1. See Special Provision 500 – Concrete Structures.

For Standard Specification projects, use Class AA concrete that has a 28-day design strength of 3.5
ksi.

3.5.1.2 Reinforcement
Use Grade 60 reinforcement.

3.5.2 Design Method

3.5.2.1 Loads
Use a future paving allowance of 0.030 ksf on all bridges.
For LRFD projects, HL-93 vehicular live loads (LRFD 3.6.1.2.1) shall be applied in accordance
with LRFD 3.6.1.3, including all applicable modifications for Dynamic Load Allowance (IM: LRFD
3.6.2), Multiple Presence Factor (m: LRFD 3.6.1.1.2) and Live Load Distribution Factors (LRFD
4.6.2.2).

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For Standard Specification projects, HS-20 vehicular live loads, lane loads and military loads shall
be applied in accordance with Standard Specifications 3.7.4 and 3.7.6, including all applicable
modifications for Impact (Standard Specification 3.8), Reduction in Load Intensity (Standard
Specification 3.12) and Live Load Distribution Factors (Standard Specification 3.23).

3.5.2.2 Beam Spacing

The maximum beam spacing is 9’-0”.
Standard beam spacing for typical bridge widths are as follows:
a) 38-foot wide (gutter to gutter): 5 beams spaced at 8'-6"
b) 40-foot wide (gutter to gutter): 5 beams spaced at 9'-0"
c) 44-foot wide (gutter to gutter): 6 beams spaced at 8'-0"
3.5.2.3 Beam Depths
A standard beam depth of 2’-3” from top of deck to the bottom of beam is used on spans of 30’
while 2’-9” is used on 40’ spans.

3.5.3 Detailing
3.5.3.1 Diaphragms
Diaphragms will not be required on RCDG bridges with spans equal or less than 40 feet.
3.5.3.2 Bearings
There are special rules for bearing pads under RCDG (see section 3.12).
3.5.3.3 Stirrups
Use No. 4 stirrups placed perpendicular to the beam centerline along the length of the RCDG.
At the end of RCDGs on skewed bridges, place 3 stirrups at varying angles to transition from
perpendicular to the beam centerline to parallel to the skewed end.
3.5.3.4 “T” Dimension

“T” dimension is the distance measured from the bottom of the beam to the top of the cap at
the cap faces and is used to maintain the design beam depth for the full beam length. The
minimum “T” dimension is the bearing pad thickness plus an additional 1/2 inch thickness for
construction tolerance. When bridge deck elevations are different from one cap face to the
other, the “T” dimension on the higher side shall be the minimum plus elevation difference.
The “T” dimension is detailed to the nearest 1/8 inch on the plans.

3.6 Steel Beams

3.6.1 General
Steel superstructures are generally not preferred due to the high cost of fabrication and long-term
maintenance in comparison to concrete bridges of similar span lengths. However, long span
lengths or the widening of existing bridges may require the use of steel beams. The use of steel
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superstructures shall be approved by the Bridge Office prior to development of the preliminary
layout. A higher level of scrutiny will be placed on projects in Chatham, Bryan, Liberty, McIntosh,
Glynn and Camden counties due to their coastal environment.

3.6.2 Materials
Structural Steel:
 Main Members: ASTM A709, Grade 50 (Fy=50 ksi)
 Bearing Assemblies and non-structural components: ASTM A709, Grade 36 (Fy=36 ksi)
The use of Grade 70 High Performance Steel (HPS) shall be approved by the Bridge Office prior to
proceeding with any design. The use of Grade 100 or higher HPS is prohibited.
The use of unpainted “weathering steel” on highway bridges is acceptable. The engineer must take
measures to minimize section loss in areas exposed to wet-dry cycles and ensure staining of the
structure will not detract from the aesthetics of the bridge.

3.6.3 Design Method

For LRFD projects, steel superstructure shall be designed in accordance with LRFD Section 6,
Steel Structures.

For Standard Specification projects, steel superstructure shall be designed in accordance with
Standard Specification Section 10, Structural Steel.

The strength contribution of negative moment reinforcement in the slab is generally ignored.

3.6.4 Fatigue
For LRFD projects, steel beams shall be designed for fatigue based on Detail Categories and
Average Daily Truck Traffic in a single lane (ADTTSL) in accordance with LRFD 6.6.1. The design
life for the structure for fatigue calculations shall be 75 years. ADTTSL shall be calculated by
extrapolating the traffic data and modifying in accordance with LRFD 3.6.1.4.2, as shown in the
example below.

For Standard Specification projects, steel beams shall be designed for fatigue in accordance with
Standard Specification 10.58. The design life for the structure for fatigue calculations shall be 60
years. ADTT shall be calculated as shown in the example below, excluding steps 5 and 6.

GIVEN:
 ADT(2013) = 20000
 ADT(2033) = 30000
 % Trucks = 5%
 Directional = 60%
 Number of Traffic Lanes in Direction of Interest = 2

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FIND: ADTTSL to be used for fatigue design life of 75 years (60 years for Standard Specification)
SOLUTION:
1. ADT(2088) = ADT(2013) + 75 / 20 x [ADT(2033) - ADT(2013)] = 20000 + 75 / 20 x [30000 -
20000] = 57500
2. Average ADT in Design Life = [ADT(2013) + ADT(2088)] / 2 = 38750
3. ADT in Single Direction = 38750 x 60% = 23250
4. ADTT in Single Direction = 23250 x 5% = 1162.5
5. Fraction of Truck Traffic in Single Lane, P = 0.85 (LRFD 3.6.1.4.2 for 2 lanes)
6. ADTTSL = 1162.5 x 0.85 = 988
For LRFD projects, the fatigue limit state, either Fatigue I or Fatigue II, shall be selected based on
ADTTSL and the Detail Category, as specified in LRFD 6.6.1.2.3.

3.6.5 Detailing
3.6.5.1 Plate Sizing
3.6.5.1.1 Flanges:
The following plate dimension limits shall be applied:
 Minimum thickness: 3/4”
 Maximum thickness: 2” (Up to 4” with Bridge Office approval)
 Minimum width: 12”
 Maximum width: 36”
Designers should minimize the number of changes to flange dimensions along a beam to
reduce the cost of labor during construction. A minimum length of flange plate is
recommended to be 12 feet. It is also recommended to make changes to flange thicknesses
rather than flange widths. The larger flange thickness at any transition should be limited to
1.5 times the thinner flange thickness.
Due to welding and fatigue considerations, designers should avoid a thick tension plate by
decreasing beam spacing and/or increasing plate width.
3.6.5.1.2 Webs:
The following plate dimension limits shall be applied:
 Minimum thickness: 3/8”
 Maximum thickness: 1 ¼”
 Minimum height: 36”
 No maximum height (120” may be a practical limit)
Changes to web thickness are discouraged due to high cost. The designer should evaluate
increasing the web thickness versus using transverse stiffeners for economy. Thickened
webs are generally more economical for web depths of 72 inches and less, while stiffened
webs are generally more economical for web depths greater than 72 inches.

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Use of longitudinal stiffeners is prohibited.

3.6.5.2 “D” Dimension and Coping
3.6.5.2.1 D” Dimension
The “D” dimension for steel beams is the distance measured from top of slab to top of web
at the centerline of bearing and is the sum of the slab thickness, top flange thickness,
minimum coping and additional coping. The “D” dimension should be provided on the plans
for the contractor’s use.
The “D” dimension should be calculated separately for exterior and interior beams in each
span and rounded to the nearest 1/8 inch. For a group of “D” dimension values that are
within 1/4 inch, it is acceptable to use the largest value for the entire group. However, it
should be noted that this could increase concrete quantities and loads significantly on wide-
flanged beams.
3.6.5.2.2 Minimum Coping
Use a 3/8 inch minimum coping on steel beams to accommodate potential elevation or
deflection variations during construction.
3.6.5.2.3 Additional Coping
The designer shall consider additional coping due to vertical curve, cross-slope, beam
throw, beam camber and beam deflection by dead load except for future paving load.
3.6.5.3 Members Subject to Tensile Stresses
The following note shall be included on the General Notes sheet for steel beam or girder
bridges:
“CHARPY V-NOTCH TEST - ALL W-BEAMS AND ALL COMPONENTS OF ALL PLATE
GIRDERS ARE MAINLOAD CARRYING MEMBERS SUBJECT TO TENSILE STRESS
AND SHALL MEET THE CHARPY V NOTCH TEST REQUIREMENTS AS SPECIFIED BY
SECTION 851 OF THE GEORGIA DOT SPECIFICATIONS.”
The beam details sheets should also have a symbol (CVN) indicating which components
require Charpy V-Notch testing.
3.6.5.4 Shear Connectors
Use 3/4 inch diameter end-welded studs for shear connectors. Shear connectors shall
penetrate into the slab at least 2 inches, but the top of the stud head shall be 3 inches below the
top of the deck. Use of the same height stud throughout the bridge is recommended. Shear
studs shall not be located in negative moment regions.
When replacing the deck on existing steel beams that are non-composite, add shear connectors
in pairs 18 inches apart in the positive moment regions of continuous beams and throughout
simple span beams.
3.6.5.5 Stiffeners and Gusset Plates
Stiffeners shall be sized and attached to the girders in accordance with LRFD 6.10.11 or
Standard Specifications 10.33.2, 10.34.4, 10.34.5 and 10.34.6, as appropriate.
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Gusset plates for diaphragms shall be welded to the web, top flange and bottom flange. Web
stiffeners shall be welded to the web and tight fit to the compression flange. Bearing stiffeners
shall be welded to the web and milled to bear against the load bearing flange.
3.6.5.6 Beam Camber
Camber diagrams are only required for continuous spans. The following note should be
included with camber diagrams:
“CAMBER ORDINATE SHOWN INCLUDES DEAD LOAD DEFLECTION DUE TO THE
BEAM, SLAB, COPING, RAILING, SIDEWALK AND MEDIAN, AND INCLUDES THE
VERTICAL CURVE ORDINATE.”
3.6.5.7 Splices
On long-span bridges, the designer shall consider how the beams will be transported to the
project site. The maximum length of beam that may be transported on state routes is limited to
about 170 ft. The maximum legal load is 180,000 lbs., including 45,000 lbs. for the truck.
Therefore, most long-span bridges will require field splices.
All field splices shall be welded with full-penetration butt welds. Bolted splices are not
recommended, except for box girders.
Field splices shall be located near points of contra-flexure for dead loads.
All built-up girders shall be designed with stiffeners adjacent to the splice point. To provide
room for welding, grinding and testing, stiffeners shall be located 12 inches from the splice.
Studs should not be placed within 12 inches of a splice.
3.6.5.8 Fascia Girders
A fascia beam is an exterior beam that is selected for uniform appearance rather than structural
efficiency. When a multi-span bridge is in a visible area and beams of different spans have
different depths, a fascia beam shall be used on the exterior of the shorter spans to match the
deeper beams of the longer span. Fascia beams are not required on bridges crossing water or
railroads.
When fascia beams are used in short end spans, the dead load deflections may vary
considerably, with the fascia beams having much less deflection than the interior beams.
Construction problems may occur when these spans are poured, such as thin cover on slab
steel if interior beams do not deflect as noted.
The designer shall examine if the use of equal-depth beams is economically viable. In cases
where equal-depth beams are not feasible, the designer shall detail increased cover over the
slab steel to ensure that adequate cover is obtained during construction.
3.6.5.9 Existing Extension Tabs and Back-Up Strips
For widening projects including structural steel members, Bridge Maintenance Unit may request
that any old extension tabs and/or back-up strips be removed. The designer shall ensure that
this work is included in the plans.

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3.6.5.10 Cover Plates for Rolled Steel Beams

The use of cover plated members is prohibited. When widening a bridge that has cover plated
members, the use of a larger member is suggested.

3.6.6 Welding
The designer shall indicate on the plans if the diaphragms and cross frames shall be welded before
or after the placement of the deck. Diaphragms or cross frames that are not placed parallel to the
centerline of bent shall be welded after pouring the deck.
Do not use groove welding for connection between a gusset plate and diaphragm/cross frame
because of the need for back-up plates and special welding procedures. Use a bent plate for the
attachment of skewed diaphragms or cross frames to the gusset plates.
In order to prevent cracks in the groove weld from developing where backing strips are
discontinuous, the designer shall note that all backing strips are continuous for the length of the
weld or that any joints in the backing strip are connected by full penetration butt welds on structural
steel shop drawings.
No intersecting welds will be allowed on structural steel bridge plans or shop drawings to prevent
crack propagation from welds in that area. Base metal in the intersection area of welds shall be
coped 4 times the thickness of the web or 2 inches, whichever is greater.
Electro-slag welding is not permitted on bridge members.
When designing for fatigue, all welds shall be classified as Category C or better as defined in LRFD
6.6.1.2.3 or Standard Specification Table 10.3.1B, as appropriate.

3.6.7 Paint
All new structural steel shall be painted with System VII regardless of the bridge location in the
state. Existing structural steel outside the non-attainment areas shall be painted with System VII
and existing structural steel inside non-attainment areas shall be painted with System VI. For
painting of H-piles, see Section 4.4.2.3.

3.6.8 Salvage of Structural Steel

Structural steel from plate girders will not be salvaged.
When the Bridge Maintenance Unit recommends salvaging structural steel from a rolled beam
continuous unit, the designer shall ensure that directions for disassembly are included with the
recommendation. See Section 2.7.
In cases where existing structural steel is to be reused on the project, the following note shall be
placed on the General Notes Sheet:
“EXISTING STRUCTURAL STEEL - ALL EXISTING STRUCTURAL STEEL WHICH IS
DISTURBED OR DAMAGED IN ANY WAY DURING CONSTRUCTION SHALL BE
STRAIGHTENED AND/OR REPAIRED UNDER THE SUPERVISION OF THE
INSPECTION SECTION OF THE OFFICE OF MATERIALS, AND CLEANED AND
REPAINTED PER THE GEORGIA DOT SPECIFICATIONS.”

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3.6.9 Beam Corrections

When structural steel fabricators place holes at the wrong location in bridge members, the
fabricators will be required to fill the misplaced holes with high-strength bolts (A-325 or A-325
weathering) tightened in accordance with the GDOT Standard Specifications.
All corrective work utilizing heat procedures to obtain acceptable tolerances pertaining to sweep
and camber, or to repair damaged structural steel beams shall be documented and filed in the
appropriate project file. These documents shall contain a sketch showing the locations,
temperature and duration of the heat applied. The amount of sweep, camber or damage shall be
documented both before and after the heat corrective work. If possible, photographs of the beams
should be taken before and after all corrective work utilizing heat procedures.

3.7 Post-Tensioned Box Girders

3.7.1 General
Post-tensioned box girders shall be designed in accordance with LRFD Specification Section 5 –
Concrete.

3.7.2 Dimensions
The maximum cantilever overhang beyond the exterior web shall be 9’-6”. The designer shall
consider providing adequate vertical and horizontal clearance for required falsework for
construction.

3.7.3 Materials
3.7.3.1 Concrete
Post-tensioned concrete boxes should be designed with Class AA-1 concrete as a minimum,
but Class AAA concrete may be necessary if higher 28-day strength is required.
3.7.3.2 Epoxy Coated Reinforcement
Epoxy coated reinforcing steel shall be used as specified in Section 3.2.4.

3.7.4 Use of Stay-In-Place Deck Forms

Do not use stay-in-place concrete or steel deck forms or panels for the top slab of the box girder.

3.7.5 Cell Drains

4” diameter cell drains shall be provided at the low point of all closed cell boxes.

3.7.6 Post Tensioned Ducts Detailing

Clearances, duct spacing and duct support saddles shall be fully detailed on the bridge plans as
shown in Section 509, Figures 1 & 3 of the GDOT Standard Specifications, except that the clear
spacing between ducts shall not be less than 1.5 inches in accordance with LRFD 5.10.3.3.2.

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3.7.7 Detailing of Anchorage Blisters

The dimensions, clearances, and reinforcing steel shall be fully detailed on the bridge plans as
shown in Section 509, Figure 2 of the GDOT Standard Specifications.

3.7.8 Open Grate Access Doors

Concrete box girders carrying water mains shall have open grate access doors in every bay at each
end of the bridge to provide emergency water run out if the water main leaks or breaks.

3.7.9 Gas Lines on Post-Tensioned Box Girders

The designer shall not detail gas lines inside the closed cell of box girders unless specifically
instructed by the Bridge Office. In this case, the designer should be aware of the following criteria
and should consider accommodating them in the plans where applicable:
a) Increase the wall thickness of the present pipe being used on bridge structures.
b) Ensure all welded lines are completed by certified welders.
c) Require a hydrostatic test of the pipe.
d) Detail a 6” vent in each end cell.
e) Detail a malleable iron test insert with replaceable rubber plug in each cell.
f) Provide access to allow for gas leak detection, pipe inspection and repair.
g) Verify that all lines are low pressure.

3.7.10 Segmental Construction Alternate for PT Boxes

When a segmental construction alternate is to be allowed on post-tensioned box girder bridges, the
following note shall be included in the Bridge Plans:
“SEGMENTAL CONSTRUCTION – PROPOSALS FOR CONSTRUCTION BY
SEGMENTAL METHODS MAY BE SUBMITTED FOR CONSIDERATION AS AN
ALTERNATE TO THE METHOD SHOWN IN THE PLANS. ALL PROPOSALS SHALL
INCLUDE A SET OF CONSTRUCTION DRAWINGS AND COMPLETE DESIGN
CALCULATIONS. ALL PROPOSALS SHALL CONFORM TO THE LATEST AASHTO
LRFD BRIDGE DESIGN SPECIFICATIONS AND NO TENSION STRESS IN THE
CONCRETE AFTER LOSSES SHALL BE ALLOWED. ALL PROPOSALS SHALL ALSO
CONFORM TO THE GEORGIA DOT SPECIFICATIONS AND WILL BE SUBJECT TO
APPROVAL BY THE STATE BRIDGE ENGINEER. IF APPROVED FOR USE, THE
ALTERNATE SEGMENTAL CONSTRUCTION METHODS SHALL BE AT NO EXTRA
COST TO THE DEPARTMENT AND WITH NO INCREASE IN CONTRACT TIME.”

3.8 Other Precast Concrete Beams

3.8.1 General
Several new precast beam types are being utilized by the Bridge Office to provide options for rapid
delivery and rapid construction for select bridges in the state. These beam types are the cored slab

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beam, box beam and Next-F beam. Table 3.8.1-1 shows general guidance for appropriate use of
these beam types.

If any of these beam type are selected, contact the Bridge Office for current standard details and
drawings.

Table 3.8.1-1 Guidance For Use of New Precast Beam Types

Bridge Type
Criteria Cored Slab Box Beam Next Beam
Span Lengths 25 ft. to 50 ft. 30 ft. to 70 ft. 40 ft. to 70 ft.
ADT <= 3000 vpd <= 3000 vpd Not limited
Truck Volume <= 100 vpd <= 100 vpd Not limited
Minimum Width 26’ gutter to gutter 26’ gutter to gutter 30’ gutter to gutter
Asphalt/Concrete Use concrete for Use concrete for
N/A
Overlay NHS NHS

3.8.2 Box Beams

Designate span lengths in 1-foot increments. Do not use more than 2 different span lengths for any
single bridge location. Use the same beam depth for all spans at any single bridge location.

3.8.3 Next-F Beams

Designate span lengths in 5-foot increments. Do not use more than 2 different span lengths for any
single bridge location.

3.8.4 Cored Slab Beams

Designate span lengths in 1-foot increments. Do not use more than 2 different span lengths for any
single bridge location. Use the same beam depth for all spans at any single bridge location.

3.9 Diaphragms and Cross Frames

3.9.1 Concrete Girders

3.9.1.1 Diaphragm Requirements
One line of diaphragms shall be provided on or near beam mid-points for spans over 40 feet
long.
3.9.1.2 Location of Diaphragms on Skewed Bridges
On skewed bridges, diaphragms shall be placed perpendicular to the beam and located so that
a line through the beam mid-points crosses the diaphragm at mid-bay. This results in a beam
that has two sets of diaphragm holes equally spaced on each side of the beam mid-point. In
cases when the skew angle approaches 90 degrees, these diaphragm holes will be too close
together to fabricate independently and the diaphragm may be cast on a skew to intersect each
beam mid-point.

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Show the distance from B.F.P.R. or centerline of bent to the diaphragm on the deck plan sheet
or beam layout as appropriate.
3.9.1.3 Diaphragms Materials
Diaphragms shall be detailed using reinforced concrete in accordance with the GDOT Bridge
Cell Library.
Steel diaphragms may be considered when the following conditions exist:
 Structures over roadways with substantial vertical clearance (20ft or greater)
 Structures over a railroad with a minimum of 23ft of vertical clearance
 Structures over waterways not located in the coastal counties designated in 4.1.1(e)
If the steel diaphragm option is appropriate, the following note shall be placed on the General
Notes Sheet:
“STEEL DIAPHRAGMS – AT CONTRACTOR’S OPTION, STEEL DIAPHRAGMS MAY BE
USED IN LEIU OF THE CONCRETE DIAPHRAGMS SHOWN IN THE PLANS. AT A
MINIMUM, STEEL DIAPHRAGMS ARE TO BE DESIGNED FOR APPLIED WIND LOAD.
STABILITY OF THE BEAMS AND STRUCTURE DURING ALL PHASES OF
CONSTRUCTION ARE THE SOLE RESPONSIBILITY OF THE CONTRACTOR. SUBMIT
SHOP DRAWINGS AND CALCULATIONS FOR THE STEEL DIAPHRAGMS TO THE
ENGINEER FOR REVIEW AND ACCEPTANCE. THE USE OF STEEL DIAPHRAGMS
SHALL BE INCLUDED IN THE PRICE BID FOR “LUMP - SUPERSTR CONCRETE”.”
If the steel diaphragm option is not appropriate, the following note shall be placed on the
General Notes Sheet:
“STEEL DIAPHRAGMS – SUBSTITUTION FOR STEEL DIAPHRAGMS IS NOT
ALLOWED FOR THIS BRIDGE.”
Steel diaphragms shall be galvanized and not painted.
The diaphragm material selection shall be consistent throughout all spans of a bridge.
For projects where steel diaphragms are at contractor’s option, payment for use of steel
diaphragms shall be included in the price bid for “LUMP – SUPERSTR CONCRETE”. When
steel diaphragms are included as part of the contract bridge plans, include the pay item “501-
2001 LB STR STEEL” in the SUMMARY OF QUANTITIES on the GENERAL NOTES sheet
with the calculated weight in pounds.

3.9.2 Steel Girders

3.9.2.1 Diaphragm and Cross Frame Requirements
Diaphragms or Cross Frames for steel girder bridges shall be designed in accordance with
LRFD 6.7.4 or Standard Specification 10.20, as appropriate, and detailed in accordance with the
GDOT Bridge Cell Library. Where necessary, K-type cross frames are preferred.

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3.9.2.2 Bracing for Exterior Steel Beams

To prevent buckling of exterior beams during deck pours, the following note shall be placed on
the deck section sheet for bridges with steel beams or girders:
“The Contractor shall provide bracing between the exterior beam (girder) and the first
interior beam (girder) until the deck has been poured, the overhang forms have been
removed and the diaphragms (cross-frames) have been welded. All costs for
designing, providing, installing and removing bracing shall be included in price bid
for Lump – Structural Steel.”

3.10 Edge Beams

3.10.1 General
Edge beams shall be used at the discontinuous edges of the deck. Stirrups in the edge
beam shall extend into the deck. Standard edge beam size and reinforcing can be found in
the GDOT Bridge Cell Library.
When the depth of edge beam needs to be adjusted to accommodate utilities or to match an
adjacent span, the designer shall ensure a minimum depth of 18 inches measured from top
of beam. When utilities pass through edge beams, provide additional reinforcement
(typically No. 4 bars) around the opening.
In staged construction, conflicts may occur between the existing structure and exposed
edge beam reinforcement required for lapping. In this case the designer shall detail bar
couplers at the stage line. Couplers are not paid for separately but require a special
provision.
When the bottom of the edge beam does not extend to the bottom of web (e.g. when
matching an adjacent span’s edge beam) or when the bridge skew is less than 75 degrees,
include the following note on the Deck Section Sheet of all multispan bridge plans:
“Do not remove edge beam forms until deck is poured and reaches 28-day
concrete strength”
Detail shear stirrups in the edge beam perpendicular to the centerline of the bent.

3.10.2 Detailing for PSC Beam Bridge

PSC beams shall penetrate into the edge beam such that the centerline of the PSC beam is
embedded a minimum of 4”. Increase the thickness of the edge beam when necessary to achieve
this requirement.
For reinforcement of an edge beam at an exterior Bulb Tee beam, add a 5-foot long horizontal No.
3 bar just below the top of the beam and a vertical No. 4 L-shaped bar along the beam centerline
with the 90-degree bend over the top of the beam. See Figure 3.10.2-1 for details.

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Figure 3.10.2-1 Additional Reinforcement for Edge Beam

In visible areas, such as bridges over roadways, highly traveled waterways, and recreational areas,
the designer shall ensure the edge beam is flush with the entire exterior beam face to the bottom of
the beam for a smooth continuous look to the beams. In the exterior bay, detail a 1:1 sloped fillet
from the bottom of the edge beam to the top of the bottom flange of the exterior beam. This allows
the concrete to flow into the bottom flange area of the beam. Add a No. 4 slanted U-shaped bar
along the sloped fillet into the area behind the bottom beam flange. See also Figure 3.10.2-1 for
details.

3.10.3 Detailing for Steel Beam Bridge

When replacing edge beams on existing rolled steel beam/plate girder bridges that require new
holes be provided in the existing beams for edge beam bars, place a note on the plans that the
contractor shall drill 3” holes at each bar location.

3.10.4 Detailing for RCDG Bridge

Because RCDGs are constructed span-by-span, it may be difficult to install transverse 800 bars in
the edge beam with the 600 continuity bars in place from the previous span. In this case, place the
following note on the deck section sheet:
“At contractor’s option, 800 bar in edge beam may be spliced. One 5’-0” lap splice will
be allowed at CL bridge. No additional payment will be made for optional splices.”
If there is a beam at the bridge centerline, modify the note above to locate the splice between
beams.

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When contractors replace RCDGs with precast stems/beams, the designer shall ensure that edge
beams comply with the details from the GDOT Bridge Cell Library.

3.11 Endwalls

3.11.1 General
Endwalls shall be provided at end bents to retain the fill below the approach slab and between the
wingwalls.
Endwall length is typically the same as the length of the end bent cap. Endwall width is typically
one-half the width of the end bent cap between beams (18” minimum) and the full width of the end
bent cap between the exterior beam and wingwall. PSC beams shall penetrate into the endwall
such that the centerline of the PSC beam is embedded a minimum of 4”.

3.11.2 Detailing
Typical endwall reinforcing is provided in the GDOT Bridge Cell Library.
Detail steel extending into the paving rest, through the fillet, or into the deck perpendicular to the
centerline of the bent.
In staged construction, conflicts may occur between the existing structure and exposed endwall
reinforcement required for lapping. In this case the designer shall detail bar couplers at the stage
line. Couplers are not paid for separately but require a special provision.
At expansion endwalls in a skewed bridge, the end bent cap steps are typically not skewed.
However, the designer should be aware that the movement of the endwall could be impeded by the
cap steps in a highly skewed bridge. See Section 4.3 for end bent detailing requirements.
Two feet of waterproofing shall be placed on the joint between the endwall and cap, in accordance
with GDOT Standard Specification 530. This detail is shown on the endwall cells in the GDOT
Bridge Cell Library.

3.12 Bearings

3.12.1 Bearing Selection

The general preference for bearing selection is shown in Table 3.12.1-1.
Table 3.12.1-1 Bearing Selection by Bridge Type and Span
Distance, d,
from point of Recommended
Bridge Type Remarks
fixity to Bearings
bearing
d ≤ 40’ U

RCDG For d in excess of 160’

40’ < d ≤ 160’ R bearings typically become
unstable in sliding.

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Limited by length of chase,

AASHTO Type and
d ≤ 200’ R seismic shear on dowel,
Bulb Tee beams
and beam stability
d ≤ 50’ R, SB
Steel Beams or
50’ < d ≤ 160’ R, SBL
Plate Girders
d > 160’ P
Steel Beam Match existing
Widening bearings

Glossary:
 U: Plain elastomeric pad
 R: Steel reinforced elastomeric bearing
 SB: Plate bearings with sole and bearing plates only
 SBL: Plate bearings with sole, bearing, and lube plates at expansion ends
 P: Pot Bearing
Use of different bearings from those shown in Table 3.12.1 1 shall be approved by the Bridge Office
at the start of final design phase. The Bridge Office has no standard details for reinforced
elastomeric pads under steel beams.

3.12.2 Plain Elastomeric Pads and Steel Reinforced Elastomeric Bearings

3.12.2.1 Materials
3.12.2.1.1 Neoprene
Use 60 Durometer Shore A hardness neoprene, grade 2 or higher as specified in AASHTO
M251, with a shear modulus between 130 psi and 200 psi.
3.12.2.1.2 Reinforced Plates (For Steel Reinforced Elastomeric Bearings)
a) Load Plates: Use 3/16” thick load plates meeting ASTM A 709 Grade 36 or ASTM A
1011 Grade 36.
b) Internal Plates: Use 10-gage, 12-gage or 14-gage internal plates, if necessary,
meeting ASTM A 709 Grade 36 or ASTM A 1011 Grade 36.
3.12.2.2 Dimensions and Clearances
Detailing of elastomeric pads can be found on the GDOT Elastomeric Bearing sheets.
3.12.2.2.1 Basic Shape
Elastomeric pads should be rectangular and should be placed flat with the pad length
parallel to the beam centerline. Length and width are incremented by whole inches and
thickness is incremented by 1/8”. The use of tapered pads is prohibited.
3.12.2.2.2 Width and Length
The width of the pad shall be 2" narrower on each side than the nominal width of the bottom
flange of AASHTO type III and larger PSC beams and 1" narrower with smaller PSC beams,

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RCDGs and steel beams. This will allow for beam chamfers, tolerance in fabrication of the
beam, and the use of a shim plate if necessary.
The minimum pad length shall be 9 inches unless matching an existing bearing.
3.12.2.2.3 Sealing Ribs
A 3/16” sealing rib shall be used on the top and bottom of pads for precast beams and shall
not be used for cast-in-place beams.
3.12.2.3 Plain Elastomeric Pad (U)
3.12.2.3.1 Application
Plain elastomeric pads shall be provided for RCDGs where the distance from the bearing to
the point of fixity is 40 feet or less.
3.12.2.3.2 Dimensions
The pads shall be 9”x16”x ½” and no further analysis is required.
3.12.2.3.3 Contractor Redesign of RCDG Bridge
A note shall be placed on the bearing sheet stating that if the Contractor redesigns a RCDG
bridge to use precast beams, plain elastomeric bearing pads shall remain as shown on the
plans.
3.12.2.3.4 Use on Existing Bridges
When widening or paralleling a T-beam bridge, the designer shall review the existing bridge
condition survey for recommendations on installing plain elastomeric pads under the existing
beams. If this recommendation is agreed to by the State Bridge Engineer, then 9”x 14” x ½”
unreinforced pads with slots to pass around the dowel bar shall be specified. Pay item 518-
1000 – Raise Existing Bridge, Sta. – should be included in the Summary of Quantities to
cover all costs for supplying and installing these pads. This requires a special provision.
3.12.2.4 Steel Reinforced Elastomeric Bearings (R)
3.12.2.4.1 Application
Steel Reinforced Elastomeric bearings are preferred for use with prestressed concrete beams,
rolled steel beams, and RCDG bridges where the distance to point of fixity is greater than 40
feet.
3.12.2.4.2 Contractor Redesign of T-Beam Bridges
A note shall be placed on the bearing sheet stating that if the Contractor redesigns a RCDG
bridge to use precast beams, the steel reinforced elastomeric bearings shall be redesigned
accounting for the new loads and rotations in accordance with this section.
3.12.2.4.3 Design Method
For LRFD projects, bearing pads shall be designed in accordance with LRFD 14.7.6,
Elastomeric Pads and Steel Reinforced Elastomeric Bearings – Method A.

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Bearing pads shall also be designed to allow no slippage with service limit state loads using
the following equation:
∆𝑢
0.2𝑃𝑢 ≥ 𝐺𝐴( )
𝐻𝑟𝑡
Pu = dead load from the superstructure
G = shear modulus of the elastomer
A = area of the pad
u = Shear deflection under service loads
Hrt = Total Elastomer thickness

For Standard Specification projects, bearing pads shall be designed in accordance with Standard
Specification 14.6.6, Elastomeric Pads and Steel Reinforced Elastomeric Bearings – Method A,
except as follows:
Thermal Movement
Bearings shall be designed for thermal movements based on temperature rise of 30° F and
temperature fall of 40°F above or below nominal setting temperature. No adjustment shall be made
for actual or anticipated setting temperature. By default BRPAD1 uses a 70° temperature range so
the distance to fixity in that program should be reduced to 4/7 of the actual.

Combined Compression and Rotation

Bearings shall be sized such that the total rotation in the bearing as given by the sum of:
 Rotation due to superimposed dead load deflection
 Rotation due to live load deflection
 Rotation due to beam camber (self weight + prestress + time)
 Bridge grade (unless shims are used)

3.12.2.5 Detailing
3.12.2.5.1 Anchorage Holes
A 3” diameter hole shall be provided at the center of the bearing to allow for a 1 ½” smooth
dowel (ASTM A709 Grade 50) for PSC beams or No. 10 bar for RCDGs connecting the
superstructure and substructure.
3.12.2.5.2 Uniform Design
In order to reduce construction errors and the number of test pads required for a project, the
engineer should minimize the number of pad designs. This requirement does not relieve the
engineer from performing analysis to ensure the design adequacy of each pad.
3.12.2.5.3 Shim Plates for PSC Beams and Steel Beams
If a steep longitudinal grade produces an elevation change of 1/8” or greater across the
length of a pad, a galvanized steel shim plate shall be used. Steel shim plates shall have
1/4” minimum thickness on the thin edge with the thick edge detailed to the nearest 1/8”
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thickness. Shim plates shall be 2” larger than the pad in each plan dimension with holes
fabricated to match the holes in the pad and shall be placed on top of the pad.
3.12.2.5.4 Anchor Bolts
Anchor bolts shall be stainless steel, ASTM A 276 Type 304. Specify the yield strength
required by design on the contract drawings. On bridge widening or jacking projects, any
new or replacement anchor bolts shall also be stainless steel. Seismic requirements shall
be applied as appropriate.

3.12.3 Pot Bearings

3.12.3.1 Application
Pot bearings are preferred for use with steel plate girders, large rolled steel beams or box
girders.
3.12.3.2 Design Method
Pot bearings are to be designed by the Contractor in accordance with AASHTO LRFD
Specifications or AASHTO Standard Specifications, as appropriate. A note shall be provided
requiring the Contractor to provide shop drawings for the bearings. The following note shall be
provided on the substructure sheets to allow for cap elevation adjustments:
“Elevations shown for the top and bottom of the cap are based on the “X” dimension
shown on the Pot Bearing Details sheet. These elevations shall be adjusted by the
Contractor to account for the actual height of the pot bearing to be used. Bent cap
concrete shall not be poured until the pot bearing shop drawings have been approved
and necessary adjustments have been made.”
3.12.3.3 Loads
The designer shall provide the required capacity, translation and rotation for bearings on the
GDOT Pot Bearing Details Sheet.
3.12.3.4 Detailing
3.12.3.4.1 Bearing Seat Elevations
Bearing seat elevations shall be calculated and provided based on the assumed height of
the bearing assembly (“X” dimension) shown on the plans.
3.12.3.4.2 Elastomeric Pad under Pot Bearing
A 1/8” elastomeric pad shall be used under the bearing in lieu of the cotton duck called for in
the GDOT Standard Specifications. The pad shall be 50 to 60 Durometer Shore A hardness
neoprene and be 1” larger than the base plate in each plan dimension.
A note should be added to the plans that all costs for supplying and installing this
elastomeric pad should be included in the price bid for Lump – Structural Steel.

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3.12.3.4.3 Anchor Rods

Anchor rods shall be stainless steel, ASTM A 276 Type 304. On bridge widening or jacking
projects, any new or replacement anchor bolts shall also be stainless steel. Seismic
requirements shall be applied as appropriate.

3.12.4 Self Lubricating Bearings

3.12.4.1 Application
Self-lubricating bearings are preferred for use with steel plate girders and large rolled steel
beams.
Limitations: Sliding plate type bearings shall not be used where the anticipated total movement
(expansion plus contraction) exceeds 3 inches for assemblies without anchor bolts through the
flange and 2 inches for assemblies with anchor bolts through the flange.
3.12.4.2 Materials
Bronze plates shall conform to AASHTO M 107 (ASTM B22), Alloy C91100 and shall have an
allowable unit stress of 2.0 ksi in compression.
For design purposes, a value of 0.1 shall be used for the coefficient of friction.
3.12.4.3 Bronze Plate Size Selection
Use Table 3.12.4.3-1 for the sizing of self-lubricating bronze plates.
Table 3.12.4.3-1 Plate Size Selection by Load
Size (in) Maximum Load in Service Limit States (kips)
Length Width Thickness With 2 Slots With 2 Holes
3” x 13/16” 13/16” Dia. Plain
10 7 1 140
10 8 1¼ 160
10 9 1¼ 180
10½ 7 1 147
10½ 8 1¼ 168
10½ 9 1¼ 189
12 6 1 131 140 144
12 7 1 155 164 168
12 8 1¼ 179 188 192
12 9 1¼ 216

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3.12.4.4 Detailing
3.12.4.4.1 Beveling Sole Plate
When the gradient of the girder at the bearing exceeds 4.0%, the top of the upper plate (sole
plate) shall be beveled to match the girder gradient.
3.12.4.4.2 Anchor Bolts
Anchor bolts shall be stainless steel, ASTM A 276 Type 304. On bridge widening or jacking
projects, any new or replacement anchor bolts shall also be stainless steel. Seismic
requirements shall be applied as appropriate.

3.13 Deck Joints

3.13.1 Construction Joints

3.13.1.1 Pour Strips
A pour strip is a longitudinal deck segment cast between two previously cured bridge deck
portions to avoid stresses caused by differential deflection. Pour strips are required in bridge
widening and in stage construction with one of the following girder types:
a) RCDG: All falsework must be removed before casting the pour strip.
b) Continuous steel beam: If the concrete amount for widening the deck is less than 100 CY
and the maximum dead load deflection is less than 1”, the deck over the entire continuous
unit can be placed in one pour and a pour strip is not required.
c) Post-tensioned cast-in-place concrete box girder: The pour strip shall be placed after post-
tensioning the box, removing the falsework, and waiting approximately one month to allow
for creep.
When pour strips are not required, a simple construction joint can be used. Try to locate
pour strips out of the wheel path of traffic to avoid inferior ride quality.
3.13.1.2 Transverse Construction Joints
A transverse construction joint is required in the deck at each bent where the deck is continuous
in a simple span bridge, as well as between deck pours for a continuous steel unit. A shallow
saw cut is required to control cracking at the joint. Detail “A” of the GDOT Bridge Cell Library
shows this detail and shall be included on the plans as applicable.
3.13.1.3 Longitudinal Construction Joints
When a longitudinal construction joint is required for staging, place the joint along the edge of
the top flange of the beam or the stem face for RCDGs, as practical. Do not place the joint
within the limits of the beam top flange since water could be trapped in the joint and freeze.

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3.13.2 Expansion Joints

3.13.2.1 General
The designer should minimize the number of expansion joints in a bridge deck to reduce
maintenance problems such as leaking. However, expansion joints may be unavoidable on
bridges longer than approximately 400 feet.
3.13.2.2 Silicone Joint Seals
A silicone joint seal is detailed on the approach slab standard (Georgia Standard 9017) to be
used for the 3/4 inch joint at the end of the bridge between the bridge deck and the approach
slab.
If the joint width at the end of the bridge is calculated to require more than 3/4 inch, then the
bridge plans shall detail an Evazote joint to replace the silicone joint seal shown on the
Standard.
3.13.2.3 Evazote Joint Seals
An Evazote joint seal is the preferred type of expansion joint for bridge decks. Evazote is the
brand name for a closed-cell polyethylene seal as described in GDOT Standard Specification
449.2.D. It is preformed but can be compressed and stretched easily. It is glued in place into a
clean joint between two concrete decks. No pay item is necessary for an Evazote joint seal
except when it is used as a joint replacement on an existing bridge.
The size of the Evazote joint should be selected based on the expansion range at the joint. Use
Equation 3.13.2.3-1 to calculate the expansion range, R.
R =  x L x T (3.13.2.3-1)
Where:
 = coefficient of thermal expansion = 0.000006 in/in/oF for concrete
T = maximum variation in temperature = 70==F
L = summation of distances from the last fixed joint back and the next fixed joint ahead (ft)
Once R is determined, select a joint from Table 3.13.2.3-1 that has a range value equal to or
greater than R. For instance, when L equals 350 feet, R equals 1.764 inches, so use the E
2.1875 joint.
Table 3.13.2.3-1 Evazote Joint Selection
Material
Opening at Material width at
width at 60% Range Seal Size
Product 68° 30%
compression tension (in) WxH
(in) (in)
(in)
E 1.00 0.75 0.40 1.30 0.90 1" x 1"
E 1.25 1.00 0.50 1.63 1.13 1.25" x 2"
E 1.875 1.50 0.75 2.43 1.68 1.875" x 2"

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E 2.1875 1.75 0.88 2.85 1.97 2.1875" x 2"

E 2.50 2.00 1.00 3.25 2.25 2.5" x 2"

When the expansion range exceeds 2.25 inches, the designer should use a Preformed Silicone
Joint seal, as described in Section 3.13.2.5, in lieu of an Evazote joint.
Except for joints at the approach slab, the plans should show joint openings for 40, 70 and 100
degrees to allow for varying ambient temperatures at the time of joint construction. Use the 68
degree joint opening from Table 3.13.2.3-1 for the 70 degree opening. The 40 and 100 degree
openings should be calculated by adjusting the 70 degree joint opening for the corresponding
temperature differences. Using the same example from above, the adjustment in joint opening
for 100 degree is calculated as .756 inches (350’ x 0.000006 x 30oF x 12 in/ft. = .756”).
Subtracting this number from the 70 degree opening yields 1 inch, as shown in Table 3.13.2.3-
2.
Table 3.13.2.3-2 Example Joint Opening Table for Plans
JOINT OPENING
TEMPERATURE (oF) W (in)
40 2½
70 1¾
100 1

The joint at the end of the bridge is shown for an opening of 60 degrees without a temperature
table. A general note must be added modifying the GDOT Approach Slab Standard and the
plans should include a detail with a cross-section of the joint including opening size and the
material size. Joint sizes of up to 1.75 inches (distance to fixity of 380 feet) can be used at the
end of the bridge with permission of the Bridge Office.
The designer shall use cell EXJTBT from the GDOT Bridge Cell Library and edit the seal size in
the cell (seal size from Table 3.13.2.3-1) to notify the contractor of the product size to order.
3.13.2.4 Preformed Silicon Joint Seals
For joints on steel bridges and for any joint where the Evazote size would be 2 inches or greater
at 70 degrees, use a preformed silicone joint. These can be sized using design criteria for the
Silicoflex joint, and there is a cell available. Show opening sizes for 40, 70, and 100 degrees as
with Evazote joints.
3.13.2.5 Strip Seals
A strip seal is a preformed elastomeric profile seal that can be used when expansion range
exceeds the limit allowed for an Evazote joint. The designer shall use cell JENEJT from the
GDOT Bridge Cell Library for detailing and pay item 449-1800 - ELASTOMERIC PROFILE
BRIDGE JOINT SEALS for payment of this joint. Due to the high cost of this joint seal, it may be
more economical to provide additional expansion joint locations so that Evazote joint seals can
be utilized. When the expansion range exceeds 3 7/8 inches, the designer should use a
modular joint system.

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3.13.2.6 Modular Joint Systems

A modular joint system is a manufactured joint that can accommodate large expansion ranges.
The use of a modular joint system requires Special Provision 447 – Modular Expansion Joints.
A modular joint system is preferred over a finger joint because the finger joint is not “sealed” and
allows water and debris into the joint area and onto the substructure.
3.13.2.7 Longitudinal Expansion Joints
Expansion joints in the longitudinal direction of the bridge should be used on bridges wider than
150 feet. Do not detail an open longitudinal joint where bicycle traffic is expected since it can
catch narrow bicycle wheels.
On steel beam bridges in urban areas carrying high-volume routes where traffic will stand on the
bridge, such as a bridge with traffic signals near the ends, a 1-inch longitudinal joint shall be
used at the high point of the crown so that vibration caused by traffic moving on one side of the
bridge will not be felt by traffic sitting on the other side.
Longitudinal joints shall not be placed in locations where water will run across the joint. The
joint shall be sealed with an Evazote joint seal. Do not include a pay item for the seal.

3.14 Utilities on Bridges

3.14.1 General
3.14.1.1 Utility Information Request
When utilities are to be placed on a bridge, the designer shall request that the Office of Utilities
obtain the following information from the utility companies:
 Descriptions (i.e. 10” water main, four 6-inch diameter telephone conduits)
 Owner (i.e. Early County Water System, AT&T)
 Weight of the utility per foot including contents
 Opening size required through endwalls, backwalls, edge beams and diaphragms
 Maximum diameter of the pipe bell or flanges for water and sewer mains
 Hanger spacing (actual or maximum)
 Hanger details if a particular hanger system is desired
 Location on the bridge (right side, left side)
3.14.1.2 Utility Conflicts
When a utility conflict occurs, it must be resolved by bridge design modification or by utility
relocation. It is not acceptable to notify the contractor that a conflict exists by a note in the
plans.
3.14.1.3 Utility Attachments
Gas lines, electrical conduits, ATMS conduits, and telecommunication conduits can be
supported using cast-in-place deck inserts. Water/sewer mains up to 8 inches in diameter can
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be supported in the same manner. Larger water/sewer mains shall be supported by channels
bolted to the adjacent beams, as shown in the GDOT Bridge Cell Library. When possible, the
water/sewer main shall be placed above the support channels. These utilities should not be
located in exterior bays where the supporting hardware will be visible outside the exterior beam.
When this support method is used for water/sewer mains, include the pay item "501-2000 LS
STR STEEL, BR NO -" in the SUMMARY OF QUANTITIES on the GENERAL NOTES sheet.
Supports for water mains are usually located 2 feet on each side of a joint. Hangers should be
spaced to accommodate standard 18-foot or 20-foot pipes and to avoid locating a bell at the
diaphragm, edge beam, or endwall.
Water mains usually require casing under the approach slab. Casing is available in diameters
of 6-inch increments and must be large enough to accommodate the water pipe bell. When any
utility is to be installed through the reinforced backfill of an MSE abutment wall, see Section
5.5.3.2.7 for guidance.
3.14.1.4 Estimated Utility Weights
In lieu of more accurate weights provided by the utility company, the typical utility weights in
Table 3.14.1.4-1 can be used.
Table 3.14.1.4-1 Utility Weights (from BIMS manual)
Water/Sewer Mains Gas Mains
Diameter Weight Diameter Weight
(lbs/ft) (lbs/ft)
(in.) (in.)
6” 41.0 2” 3.7
8” 60.1 4” 10.8
10” 87.1 6” 19.0
12” 118.8 8” 22.4
16” 194.4 10” 28.1
30” 472.3 12” 32.4
16” 47.0

Weight of communication conduit can be estimated at 9 lbs/ft per duct.

Figure 3.14.1.4-1 and Figure 3.14.1.4-2 show typical details for City of Atlanta Bureau of
Water requirements.

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Figure 3.14.1.4-1 Water main saddle details

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Figure 3.14.1.4-2 Water main hanger details

3.14.1.5 Placement of Utilities
Utilities must be fully enclosed within a bay and must not hang below the bottom of the lowest
beam.
In locating the utility and openings, the designer must ensure that conflicts with the endwall,
edge beam, and diaphragms have been addressed, including possible conflicts with the
diaphragm bar.
The designer must ensure there are no conflicts with cap risers on the substructure.
3.14.1.6 Pipe Diameter Limitations
When utility pipes are proposed to be attached to a structure, the size of the pipes and/or their
required encasements shall be limited based on Table 3.14.1.6-1.
Table 3.14.1.4-1 Utility Pipe Diameter Limitations
Smallest Beam Section Used in the Maximum Pipe Diameter
Structure Allowed
Type I Mod 6”
Type II 7”
Type III 13”

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54” Bulb Tee 21”

63” Bulb Tee 30”
72” Bulb Tee 39”
Rolled Steel Sections and Plate Girders Coordinate with the Bridge Office

3.14.2 Designation of Utility Owners on Bridge Plans

All bridge plans shall have the caption, UTILITIES, added to the Preliminary Layout or General
Notes sheet and list underneath the names of all owners of utilities that are located on the bridge.
Do not list utilities which are in the vicinity of the bridge but are not located on the bridge.
If a future installation is proposed, the designer shall indicate this by placing “(FUTURE)” after the
name of the owner. If there are no utilities, it shall be indicated by placing “NO UTILITIES ON
BRIDGE” below the caption UTILITIES.
These requirements are in addition to all details, dimensions, etc., necessary to locate and support
the utility on the bridge.

3.14.3 Hangers for Electrical Conduits

Hangers for electrical conduits on bridges shall be specified at a maximum spacing of 10’-0”.

3.14.4 Revisions to Utilities

The designer shall send any revisions of the plans dealing with utilities through the normal revision
channels and to the District Utilities Engineer. The designer shall also ensure that the utility
company is made aware of the changes.

3.14.5 Gas Lines on Post-Tensioned Box Girders

See Section 3.7.9.

3.14.6 Permits for Bridge Attachments

See MOG 6850-11. Contact the Office of Utilities.

3.15 Deck Drainage

3.15.1 General
The designer shall ensure that the bridge deck will freely drain water to minimize gutter spread or
ponding. This is normally accomplished by some combination of the bridge cross-slope, bridge
profile and openings in either the deck or the barrier that allows the water to flow off the bridge.
For more details on deck drains and drainage, see Chapter 13 - Bridge Deck Drainage Systems of
the GDOT Drainage Manual.

3.15.2 Bridge Profile

Location of the low-point of a vertical curve on a bridge or approach slab is strongly discouraged,
and should only be considered when there is no feasible alternative. Before proceeding with a
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design that has a low point on a bridge or approach slab, the designer should consult with the
roadway designer and then the Bridge Office to confirm that no other feasible option exists.
When a low-point is located on a bridge, it shall not be located within 10 feet of the BFPR or
centerline of bent, and scupper spacing shall be reduced to 2’-6” within 10 feet of the low point.
If the bridge grade is less than 0.5%, the designer should consult with the roadway designer about
increasing the grade to provide more efficient drainage.

3.15.3 Open Deck Drainage

3.15.3.1 Deck Drains
For bridges with a 2.0% normal crown, the designer shall detail a 4” diameter hole through the
bridge deck spaced at 10 feet along the gutter line. Deck drain spacing may need to be
reduced to 5 feet to assure adequate drainage on super-elevated structures. However, deck
drains shall not be located within 5 feet of the BFPR or centerline of bent, over non-rip-rapped
end fills, railroads, or traffic lanes.
When the top flange of the exterior beam interferes with the placement of deck drains, use a
3”x6” open slot in the bottom of the barrier in lieu of deck drains. Deck drain and barrier slot
details can be found in the GDOT Bridge Cell Library.

3.15.4 Deck Drainage System

3.15.4.1 General
When drainage of the deck is required and cannot be accommodated by conventional scuppers
or barrier openings, a deck drainage system is required. The deck drain system shall be made
of ductile iron and/or PVC pipe Schedule 40 and consist of scuppers, drain pipes, clean-outs,
and downspouts.
3.15.4.2 Bridge Deck Hydraulic Study
The Hydraulics Section of the Bridge Office will perform a bridge deck hydraulic study when
requested by the designer. The request should include the bridge Plan and Elevation, Deck
Plan, Deck Section, roadway plan and profile sheets, and details of any preferred drainage
structures.
3.15.4.3 Scuppers
Scuppers should be spaced along the bridge as per the deck hydraulic study. Scuppers should
have a steep sloped bottom because it is self-cleaning. Outlet should be 5 inches minimum but
preferably 6 inches in diameter. The drainage grate must be bicycle safe. See Neenah product
number R-3921-V1 for an example of an acceptable bridge scupper. Increase the depth of the
deck to get reinforcement under the drain and around the outlet. Additional reinforcement may
be required to distribute forces around the drain.
3.15.4.4 Drain Pipe
All scuppers will connect to a drainage pipe of a size and slope calculated in the deck hydraulic
study. Where the underside of the bridge is visible, longitudinal drain pipes shall not be
attached to the overhang, but instead shall be placed in a bay between beams. Include

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Bridge and Structures Design Manual

cleanouts at each scupper location and near each bent including end bents. The drainage pipe
may or may not connect to a downspout. The system must accommodate any differential
movement between the pipes attached to the superstructure and the downspouts attached to
the substructure. Downspouts may be placed at intermediate bents and drain into roadway
drainage system. Downspouts may be cast into the substructure or may be attached to the
outside. Do not attach downspouts to the traffic face of a column.
Placement of drain pipe shall adhere to the guidance of Section 3.14.1.5. Drain pipes will not
be allowed to pass below bridge abutments.

Rev 2.6 3. Superstructure

6/7/18 Page 3-47
Bridge and Structures Design Manual

Appendix 3A - Fall Line Map

Rev 2.6 3. Superstructure

6/7/18 Page 3-48
Bridge and Structures Design Manual

Appendix 3B – LRFD Beam Charts

Assumptions
a) Beam location: Interior beam
b) Skew angle: 90o (no skew)
c) Design length (CL bearing to CL bearing): Span length – 24 in.
d) Slab width: 43’-3” (roadway width: 40’-0”)
e) Number of lanes: 3
f) 28-day strength of slab concrete: 4.0 ksi
g) Slab thickness for non-composite loading calculation: Determined using GDOT slab design
program with 2 ¾” top concrete cover (Case 4)
h) Slab thickness for composite section property: ¼” less non-composite slab thickness
i) Diaphragm: 10-in. thick diaphragm at mid-span when span length is greater than 40 ft, no
diaphragm otherwise
j) Average coping thickness: 2” for AASHTO type beams and 3” for Bulb Tees
k) Coping thickness is included in non-composite loading calculation, but not in composite
section property calculation.
l) Release strength is 0.5 ksi less than 28-day strength for PSC beam concrete.
m) Strands (low relaxation type): 0.5” diameter (0.167 in2 area) for AASHTO type beams and
0.6” diameter (0.217 in2 area) for Bulb Tees
n) Prestressing forces: (0.75 x 270 ksi) to bottom and top strands for AASHTO type beams and
(0.75 x 270 ksi) to bottom strands and (0.17 x 270 ksi) to top strands for Bulb Tees
o) Draping of strands: No draping for AASHTO type I-MOD beam and two middle strands
draped as necessary for other AASHTO type beams and Bulb Tees
p) Exposure condition is set as normal for allowable stress calculation.

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Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

6/7/18 Page 3-50
Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

6/7/18 Page 3-51
Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

6/7/18 Page 3-52
Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

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Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

6/7/18 Page 3-54
Bridge and Structures Design Manual

Rev 2.6 3. Superstructure

6/7/18 Page 3-55
Bridge and Structures Design Manual

Appendix 3C – Standard Specification Deck Design Charts

SERVICE LOAD DESIGN OF BRIDGE SLAB
Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.000 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

3- 6 6.0650 7.000 # 5 at 9.000 3-# 4 2-# 4

3- 7 6.0963 7.000 # 5 at 9.000 3-# 4 2-# 4
3- 8 6.1274 7.000 # 5 at 9.000 3-# 4 2-# 4
3- 9 6.1583 7.000 # 5 at 9.000 3-# 4 2-# 4
3-10 6.1891 7.000 # 5 at 9.000 3-# 4 2-# 4
3-11 6.2198 7.000 # 5 at 9.000 3-# 4 2-# 4
4- 0 6.2503 7.000 # 5 at 9.000 3-# 4 2-# 4
4- 1 6.2807 7.000 # 5 at 9.000 3-# 4 2-# 4
4- 2 6.3110 7.000 # 5 at 9.000 3-# 4 2-# 4
4- 3 6.3411 7.000 # 5 at 8.875 3-# 4 2-# 4
4- 4 6.3711 7.000 # 5 at 8.750 4-# 4 2-# 4
4- 5 6.4009 7.000 # 5 at 8.625 4-# 4 2-# 4
4- 6 6.4307 7.000 # 5 at 8.500 4-# 4 2-# 4
4- 7 6.4603 7.000 # 5 at 8.375 4-# 4 2-# 4
4- 8 6.4898 7.000 # 5 at 8.250 4-# 4 2-# 4
4- 9 6.5192 7.000 # 5 at 8.125 4-# 4 2-# 4
4-10 6.5484 7.000 # 5 at 8.000 4-# 4 2-# 4
4-11 6.5776 7.000 # 5 at 7.875 4-# 4 2-# 4
5- 0 6.6067 7.000 # 5 at 7.750 4-# 4 2-# 4
5- 1 6.6356 7.000 # 5 at 7.625 5-# 4 4-# 4
5- 2 6.6644 7.000 # 5 at 7.625 5-# 4 4-# 4
5- 3 6.6932 7.000 # 5 at 7.500 5-# 4 4-# 4
5- 4 6.7218 7.000 # 5 at 7.375 5-# 4 4-# 4
5- 5 6.7503 7.000 # 5 at 7.250 5-# 4 4-# 4
5- 6 6.7788 7.000 # 5 at 7.250 5-# 4 4-# 4
5- 7 6.8071 7.000 # 5 at 7.125 5-# 4 4-# 4
5- 8 6.8354 7.000 # 5 at 7.000 5-# 4 4-# 4
5- 9 6.8635 7.000 # 5 at 6.875 6-# 4 4-# 4
5-10 6.8916 7.000 # 5 at 6.875 6-# 4 4-# 4
5-11 6.9196 7.000 # 5 at 6.750 6-# 4 4-# 4
6- 0 6.9475 7.000 # 5 at 6.625 6-# 4 4-# 4
6- 1 6.9753 7.000 # 5 at 6.625 6-# 4 4-# 4
6- 2 7.0060 7.125 # 5 at 6.625 6-# 4 4-# 4
6- 3 7.0337 7.125 # 5 at 6.625 6-# 4 4-# 4
6- 4 7.0613 7.125 # 5 at 6.500 6-# 4 4-# 4
6- 5 7.0889 7.125 # 5 at 6.500 7-# 4 4-# 4

Page 1 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-56
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.000 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

6- 6 7.1164 7.125 # 5 at 6.375 7-# 4 4-# 4

6- 7 7.1470 7.250 # 5 at 6.500 7-# 4 4-# 4
6- 8 7.1744 7.250 # 5 at 6.375 7-# 4 4-# 4
6- 9 7.2018 7.250 # 5 at 6.375 7-# 4 4-# 4
6-10 7.2290 7.250 # 5 at 6.250 7-# 4 4-# 4
6-11 7.2597 7.375 # 5 at 6.375 7-# 4 4-# 4
7- 0 7.2869 7.375 # 5 at 6.250 7-# 4 4-# 4
7- 1 7.3140 7.375 # 5 at 6.125 8-# 4 4-# 4
7- 2 7.3410 7.375 # 5 at 6.125 8-# 4 4-# 4
7- 3 7.3680 7.375 # 5 at 6.000 8-# 4 4-# 4
7- 4 7.3988 7.500 # 5 at 6.125 8-# 4 4-# 4
7- 5 7.4257 7.500 # 5 at 6.125 8-# 4 4-# 4
7- 6 7.4525 7.500 # 5 at 6.000 8-# 4 4-# 4
7- 7 7.4793 7.500 # 5 at 5.875 8-# 4 4-# 4
7- 8 7.5102 7.625 # 5 at 6.000 8-# 4 4-# 4
7- 9 7.5369 7.625 # 5 at 6.000 9-# 4 6-# 4
7-10 7.5636 7.625 # 5 at 5.875 9-# 4 6-# 4
7-11 7.5902 7.625 # 5 at 5.875 9-# 4 6-# 4
8- 0 7.6167 7.625 # 5 at 5.750 9-# 4 6-# 4
8- 1 7.6477 7.750 # 5 at 5.875 9-# 4 6-# 4
8- 2 7.6742 7.750 # 5 at 5.750 9-# 4 6-# 4
8- 3 7.7007 7.750 # 5 at 5.750 9-# 4 6-# 4
8- 4 7.7271 7.750 # 5 at 5.625 10-# 4 6-# 4
8- 5 7.7582 7.875 # 5 at 5.750 10-# 4 6-# 4
8- 6 7.7846 7.875 # 5 at 5.625 10-# 4 6-# 4
8- 7 7.8109 7.875 # 5 at 5.625 10-# 4 6-# 4
8- 8 7.8372 7.875 # 5 at 5.625 10-# 4 6-# 4
8- 9 7.8635 7.875 # 5 at 5.500 10-# 4 6-# 4
8-10 7.8948 8.000 # 5 at 5.625 10-# 4 6-# 4
8-11 7.9210 8.000 # 5 at 5.500 10-# 4 6-# 4
9- 0 7.9471 8.000 # 5 at 5.500 11-# 4 6-# 4
9- 1 7.9732 8.000 # 5 at 5.375 11-# 4 6-# 4
9- 2 7.9993 8.000 # 5 at 5.375 11-# 4 6-# 4
9- 3 8.0308 8.125 # 5 at 5.375 11-# 4 6-# 4
9- 4 8.0569 8.125 # 5 at 5.375 11-# 4 6-# 4
9- 5 8.0829 8.125 # 5 at 5.375 11-# 4 6-# 4

Page 2 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-57
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.000 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

9- 6 8.1088 8.125 # 5 at 5.250 12-# 4 6-# 4

9- 7 8.1405 8.250 # 5 at 5.375 12-# 4 6-# 4
9- 8 8.1665 8.250 # 5 at 5.250 12-# 4 6-# 4
9- 9 8.1924 8.250 # 5 at 5.250 12-# 4 6-# 4
9-10 8.2183 8.250 # 5 at 5.250 12-# 4 6-# 4
9-11 8.2441 8.250 # 5 at 5.125 12-# 4 6-# 4
10- 0 8.2761 8.375 # 5 at 5.250 12-# 4 6-# 4
10- 1 8.3019 8.375 # 5 at 5.125 13-# 4 8-# 4
10- 2 8.3277 8.375 # 5 at 5.125 13-# 4 8-# 4
10- 3 8.3535 8.375 # 5 at 5.125 13-# 4 8-# 4
10- 4 8.3856 8.500 # 5 at 5.125 13-# 4 8-# 4
10- 5 8.4114 8.500 # 5 at 5.125 13-# 4 8-# 4
10- 6 8.4371 8.500 # 5 at 5.000 13-# 4 8-# 4
10- 7 8.4628 8.500 # 5 at 5.000 14-# 4 8-# 4
10- 8 8.4884 8.500 # 5 at 5.000 14-# 4 8-# 4
10- 9 8.5209 8.625 # 5 at 5.000 14-# 4 8-# 4
10-10 8.5466 8.625 # 5 at 5.000 14-# 4 8-# 4
10-11 8.6416 8.750 # 6 at 7.000 9-# 5 6-# 5
11- 0 8.6673 8.750 # 6 at 7.000 9-# 5 6-# 5
11- 1 8.6930 8.750 # 6 at 6.875 9-# 5 6-# 5
11- 2 8.7186 8.750 # 6 at 6.875 10-# 5 6-# 5
11- 3 8.7442 8.750 # 6 at 6.875 10-# 5 6-# 5
11- 4 8.7771 8.875 # 6 at 6.875 10-# 5 6-# 5
11- 5 8.8026 8.875 # 6 at 6.875 10-# 5 6-# 5
11- 6 8.8282 8.875 # 6 at 6.750 10-# 5 6-# 5
11- 7 8.8537 8.875 # 6 at 6.750 10-# 5 6-# 5
11- 8 8.8869 9.000 # 6 at 6.750 10-# 5 6-# 5
11- 9 8.9125 9.000 # 6 at 6.750 10-# 5 6-# 5
11-10 8.9380 9.000 # 6 at 6.625 10-# 5 6-# 5
11-11 8.9635 9.000 # 6 at 6.625 10-# 5 6-# 5
12- 0 8.9890 9.000 # 6 at 6.625 10-# 5 6-# 5

Page 3 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-58
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.250 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

3- 6 6.3150 7.000 # 5 at 9.000 3-# 4 2-# 4

3- 7 6.3463 7.000 # 5 at 9.000 3-# 4 2-# 4
3- 8 6.3774 7.000 # 5 at 9.000 3-# 4 2-# 4
3- 9 6.4083 7.000 # 5 at 9.000 3-# 4 2-# 4
3-10 6.4391 7.000 # 5 at 9.000 3-# 4 2-# 4
3-11 6.4698 7.000 # 5 at 8.875 3-# 4 2-# 4
4- 0 6.5003 7.000 # 5 at 8.750 3-# 4 2-# 4
4- 1 6.5307 7.000 # 5 at 8.625 3-# 4 2-# 4
4- 2 6.5610 7.000 # 5 at 8.500 4-# 4 2-# 4
4- 3 6.5911 7.000 # 5 at 8.375 4-# 4 2-# 4
4- 4 6.6211 7.000 # 5 at 8.250 4-# 4 2-# 4
4- 5 6.6509 7.000 # 5 at 8.125 4-# 4 2-# 4
4- 6 6.6807 7.000 # 5 at 8.000 4-# 4 2-# 4
4- 7 6.7103 7.000 # 5 at 7.875 4-# 4 2-# 4
4- 8 6.7398 7.000 # 5 at 7.750 4-# 4 2-# 4
4- 9 6.7692 7.000 # 5 at 7.625 4-# 4 2-# 4
4-10 6.7984 7.000 # 5 at 7.625 4-# 4 2-# 4
4-11 6.8276 7.000 # 5 at 7.500 5-# 4 4-# 4
5- 0 6.8567 7.000 # 5 at 7.375 5-# 4 4-# 4
5- 1 6.8856 7.000 # 5 at 7.250 5-# 4 4-# 4
5- 2 6.9144 7.000 # 5 at 7.125 5-# 4 4-# 4
5- 3 6.9432 7.000 # 5 at 7.125 5-# 4 4-# 4
5- 4 6.9718 7.000 # 5 at 7.000 5-# 4 4-# 4
5- 5 7.0028 7.125 # 5 at 7.125 5-# 4 4-# 4
5- 6 7.0313 7.125 # 5 at 7.000 5-# 4 4-# 4
5- 7 7.0597 7.125 # 5 at 6.875 5-# 4 4-# 4
5- 8 7.0880 7.125 # 5 at 6.875 6-# 4 4-# 4
5- 9 7.1162 7.125 # 5 at 6.750 6-# 4 4-# 4
5-10 7.1471 7.250 # 5 at 6.875 6-# 4 4-# 4
5-11 7.1752 7.250 # 5 at 6.750 6-# 4 4-# 4
6- 0 7.2032 7.250 # 5 at 6.625 6-# 4 4-# 4
6- 1 7.2311 7.250 # 5 at 6.625 6-# 4 4-# 4
6- 2 7.2619 7.375 # 5 at 6.625 6-# 4 4-# 4
6- 3 7.2898 7.375 # 5 at 6.625 6-# 4 4-# 4
6- 4 7.3175 7.375 # 5 at 6.500 6-# 4 4-# 4
6- 5 7.3452 7.375 # 5 at 6.375 7-# 4 4-# 4

Page 1 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-59
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.250 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

6- 6 7.3728 7.375 # 5 at 6.375 7-# 4 4-# 4

6- 7 7.4036 7.500 # 5 at 6.500 7-# 4 4-# 4
6- 8 7.4311 7.500 # 5 at 6.375 7-# 4 4-# 4
6- 9 7.4586 7.500 # 5 at 6.250 7-# 4 4-# 4
6-10 7.4859 7.500 # 5 at 6.250 7-# 4 4-# 4
6-11 7.5168 7.625 # 5 at 6.250 7-# 4 4-# 4
7- 0 7.5441 7.625 # 5 at 6.250 7-# 4 4-# 4
7- 1 7.5713 7.625 # 5 at 6.125 8-# 4 4-# 4
7- 2 7.5985 7.625 # 5 at 6.125 8-# 4 4-# 4
7- 3 7.6294 7.750 # 5 at 6.125 8-# 4 4-# 4
7- 4 7.6565 7.750 # 5 at 6.125 8-# 4 4-# 4
7- 5 7.6835 7.750 # 5 at 6.000 8-# 4 4-# 4
7- 6 7.7105 7.750 # 5 at 6.000 8-# 4 4-# 4
7- 7 7.7374 7.750 # 5 at 5.875 8-# 4 4-# 4
7- 8 7.7684 7.875 # 5 at 6.000 8-# 4 4-# 4
7- 9 7.7953 7.875 # 5 at 5.875 9-# 4 6-# 4
7-10 7.8221 7.875 # 5 at 5.875 9-# 4 6-# 4
7-11 7.8489 7.875 # 5 at 5.750 9-# 4 6-# 4
8- 0 7.8800 8.000 # 5 at 5.875 9-# 4 6-# 4
8- 1 7.9067 8.000 # 5 at 5.875 9-# 4 6-# 4
8- 2 7.9333 8.000 # 5 at 5.750 9-# 4 6-# 4
8- 3 7.9599 8.000 # 5 at 5.750 9-# 4 6-# 4
8- 4 7.9865 8.000 # 5 at 5.625 10-# 4 6-# 4
8- 5 8.0178 8.125 # 5 at 5.750 10-# 4 6-# 4
8- 6 8.0443 8.125 # 5 at 5.625 10-# 4 6-# 4
8- 7 8.0708 8.125 # 5 at 5.625 10-# 4 6-# 4
8- 8 8.0972 8.125 # 5 at 5.500 10-# 4 6-# 4
8- 9 8.1235 8.125 # 5 at 5.500 10-# 4 6-# 4
8-10 8.1550 8.250 # 5 at 5.500 10-# 4 6-# 4
8-11 8.1813 8.250 # 5 at 5.500 10-# 4 6-# 4
9- 0 8.2076 8.250 # 5 at 5.500 11-# 4 6-# 4
9- 1 8.2339 8.250 # 5 at 5.375 11-# 4 6-# 4
9- 2 8.2655 8.375 # 5 at 5.500 11-# 4 6-# 4
9- 3 8.2918 8.375 # 5 at 5.375 11-# 4 6-# 4
9- 4 8.3180 8.375 # 5 at 5.375 11-# 4 6-# 4
9- 5 8.3441 8.375 # 5 at 5.250 11-# 4 6-# 4

Page 2 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-60
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.250 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

9- 6 8.3702 8.375 # 5 at 5.250 12-# 4 6-# 4

9- 7 8.4021 8.500 # 5 at 5.375 12-# 4 6-# 4
9- 8 8.4282 8.500 # 5 at 5.250 12-# 4 6-# 4
9- 9 8.4542 8.500 # 5 at 5.250 12-# 4 6-# 4
9-10 8.4803 8.500 # 5 at 5.125 12-# 4 6-# 4
9-11 8.5123 8.625 # 5 at 5.250 12-# 4 6-# 4
10- 0 8.5383 8.625 # 5 at 5.125 12-# 4 6-# 4
10- 1 8.5643 8.625 # 5 at 5.125 13-# 4 8-# 4
10- 2 8.5903 8.625 # 5 at 5.125 13-# 4 8-# 4
10- 3 8.6162 8.625 # 5 at 5.000 13-# 4 8-# 4
10- 4 8.6485 8.750 # 5 at 5.125 13-# 4 8-# 4
10- 5 8.6744 8.750 # 5 at 5.000 13-# 4 8-# 4
10- 6 8.7003 8.750 # 5 at 5.000 13-# 4 8-# 4
10- 7 8.7261 8.750 # 5 at 5.000 14-# 4 8-# 4
10- 8 8.7587 8.875 # 5 at 5.000 14-# 4 8-# 4
10- 9 8.7845 8.875 # 5 at 5.000 14-# 4 8-# 4
10-10 8.8728 8.875 # 6 at 7.000 9-# 5 6-# 5
10-11 8.9056 9.000 # 6 at 7.000 9-# 5 6-# 5
11- 0 8.9314 9.000 # 6 at 7.000 9-# 5 6-# 5
11- 1 8.9572 9.000 # 6 at 6.875 9-# 5 6-# 5
11- 2 8.9830 9.000 # 6 at 6.875 10-# 5 6-# 5
11- 3 9.0159 9.125 # 6 at 6.875 10-# 5 6-# 5
11- 4 9.0417 9.125 # 6 at 6.875 10-# 5 6-# 5
11- 5 9.0675 9.125 # 6 at 6.750 10-# 5 6-# 5
11- 6 9.0932 9.125 # 6 at 6.750 10-# 5 6-# 5
11- 7 9.1189 9.125 # 6 at 6.750 10-# 5 6-# 5
11- 8 9.1522 9.250 # 6 at 6.750 10-# 5 6-# 5
11- 9 9.1779 9.250 # 6 at 6.750 10-# 5 6-# 5
11-10 9.2036 9.250 # 6 at 6.625 10-# 5 6-# 5
11-11 9.2293 9.250 # 6 at 6.625 10-# 5 6-# 5
12- 0 9.2628 9.375 # 6 at 6.625 10-# 5 6-# 5

Page 3 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-61
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.500 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

3- 6 6.5650 7.000 # 5 at 9.000 3-# 4 2-# 4

3- 7 6.5963 7.000 # 5 at 9.000 3-# 4 2-# 4
3- 8 6.6274 7.000 # 5 at 8.875 3-# 4 2-# 4
3- 9 6.6583 7.000 # 5 at 8.625 3-# 4 2-# 4
3-10 6.6891 7.000 # 5 at 8.500 3-# 4 2-# 4
3-11 6.7198 7.000 # 5 at 8.375 3-# 4 2-# 4
4- 0 6.7503 7.000 # 5 at 8.250 3-# 4 2-# 4
4- 1 6.7807 7.000 # 5 at 8.125 4-# 4 2-# 4
4- 2 6.8110 7.000 # 5 at 8.000 4-# 4 2-# 4
4- 3 6.8411 7.000 # 5 at 7.875 4-# 4 2-# 4
4- 4 6.8711 7.000 # 5 at 7.750 4-# 4 2-# 4
4- 5 6.9009 7.000 # 5 at 7.625 4-# 4 2-# 4
4- 6 6.9307 7.000 # 5 at 7.500 4-# 4 2-# 4
4- 7 6.9603 7.000 # 5 at 7.500 4-# 4 2-# 4
4- 8 6.9898 7.000 # 5 at 7.375 4-# 4 2-# 4
4- 9 7.0211 7.125 # 5 at 7.500 4-# 4 2-# 4
4-10 7.0505 7.125 # 5 at 7.375 5-# 4 4-# 4
4-11 7.0797 7.125 # 5 at 7.250 5-# 4 4-# 4
5- 0 7.1088 7.125 # 5 at 7.125 5-# 4 4-# 4
5- 1 7.1400 7.250 # 5 at 7.250 5-# 4 4-# 4
5- 2 7.1689 7.250 # 5 at 7.125 5-# 4 4-# 4
5- 3 7.1978 7.250 # 5 at 7.000 5-# 4 4-# 4
5- 4 7.2265 7.250 # 5 at 7.000 5-# 4 4-# 4
5- 5 7.2576 7.375 # 5 at 7.125 5-# 4 4-# 4
5- 6 7.2862 7.375 # 5 at 7.000 5-# 4 4-# 4
5- 7 7.3147 7.375 # 5 at 6.875 5-# 4 4-# 4
5- 8 7.3432 7.375 # 5 at 6.750 6-# 4 4-# 4
5- 9 7.3715 7.375 # 5 at 6.750 6-# 4 4-# 4
5-10 7.4025 7.500 # 5 at 6.750 6-# 4 4-# 4
5-11 7.4307 7.500 # 5 at 6.750 6-# 4 4-# 4
6- 0 7.4589 7.500 # 5 at 6.625 6-# 4 4-# 4
6- 1 7.4869 7.500 # 5 at 6.500 6-# 4 4-# 4
6- 2 7.5179 7.625 # 5 at 6.625 6-# 4 4-# 4
6- 3 7.5458 7.625 # 5 at 6.625 6-# 4 4-# 4
6- 4 7.5737 7.625 # 5 at 6.500 7-# 4 4-# 4
6- 5 7.6015 7.625 # 5 at 6.375 7-# 4 4-# 4

Page 1 of 3

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Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.500 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

6- 6 7.6324 7.750 # 5 at 6.500 7-# 4 4-# 4

6- 7 7.6602 7.750 # 5 at 6.375 7-# 4 4-# 4
6- 8 7.6878 7.750 # 5 at 6.375 7-# 4 4-# 4
6- 9 7.7154 7.750 # 5 at 6.250 7-# 4 4-# 4
6-10 7.7429 7.750 # 5 at 6.250 7-# 4 4-# 4
6-11 7.7739 7.875 # 5 at 6.250 7-# 4 4-# 4
7- 0 7.8013 7.875 # 5 at 6.250 7-# 4 4-# 4
7- 1 7.8286 7.875 # 5 at 6.125 8-# 4 4-# 4
7- 2 7.8559 7.875 # 5 at 6.125 8-# 4 4-# 4
7- 3 7.8870 8.000 # 5 at 6.125 8-# 4 4-# 4
7- 4 7.9142 8.000 # 5 at 6.125 8-# 4 4-# 4
7- 5 7.9414 8.000 # 5 at 6.000 8-# 4 4-# 4
7- 6 7.9685 8.000 # 5 at 6.000 8-# 4 4-# 4
7- 7 7.9956 8.000 # 5 at 5.875 8-# 4 4-# 4
7- 8 8.0267 8.125 # 5 at 6.000 8-# 4 4-# 4
7- 9 8.0537 8.125 # 5 at 5.875 9-# 4 6-# 4
7-10 8.0806 8.125 # 5 at 5.875 9-# 4 6-# 4
7-11 8.1075 8.125 # 5 at 5.750 9-# 4 6-# 4
8- 0 8.1388 8.250 # 5 at 5.875 9-# 4 6-# 4
8- 1 8.1656 8.250 # 5 at 5.750 9-# 4 6-# 4
8- 2 8.1924 8.250 # 5 at 5.750 9-# 4 6-# 4
8- 3 8.2192 8.250 # 5 at 5.625 9-# 4 6-# 4
8- 4 8.2459 8.250 # 5 at 5.625 10-# 4 6-# 4
8- 5 8.2773 8.375 # 5 at 5.750 10-# 4 6-# 4
8- 6 8.3039 8.375 # 5 at 5.625 10-# 4 6-# 4
8- 7 8.3305 8.375 # 5 at 5.625 10-# 4 6-# 4
8- 8 8.3571 8.375 # 5 at 5.500 10-# 4 6-# 4
8- 9 8.3887 8.500 # 5 at 5.625 10-# 4 6-# 4
8-10 8.4152 8.500 # 5 at 5.500 10-# 4 6-# 4
8-11 8.4417 8.500 # 5 at 5.500 11-# 4 6-# 4
9- 0 8.4681 8.500 # 5 at 5.375 11-# 4 6-# 4
9- 1 8.4945 8.500 # 5 at 5.375 11-# 4 6-# 4
9- 2 8.5263 8.625 # 5 at 5.375 11-# 4 6-# 4
9- 3 8.5527 8.625 # 5 at 5.375 11-# 4 6-# 4
9- 4 8.5790 8.625 # 5 at 5.375 11-# 4 6-# 4
9- 5 8.6053 8.625 # 5 at 5.250 11-# 4 6-# 4

Page 2 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-63
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.500 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

9- 6 8.6373 8.750 # 5 at 5.375 11-# 4 6-# 4

9- 7 8.6636 8.750 # 5 at 5.250 12-# 4 6-# 4
9- 8 8.6898 8.750 # 5 at 5.250 12-# 4 6-# 4
9- 9 8.7160 8.750 # 5 at 5.250 12-# 4 6-# 4
9-10 8.7422 8.750 # 5 at 5.125 12-# 4 6-# 4
9-11 8.7744 8.875 # 5 at 5.250 12-# 4 6-# 4
10- 0 8.8006 8.875 # 5 at 5.125 12-# 4 6-# 4
10- 1 8.8267 8.875 # 5 at 5.125 13-# 4 8-# 4
10- 2 8.8528 8.875 # 5 at 5.125 13-# 4 8-# 4
10- 3 8.8852 9.000 # 5 at 5.125 13-# 4 8-# 4
10- 4 8.9113 9.000 # 5 at 5.125 13-# 4 8-# 4
10- 5 8.9374 9.000 # 5 at 5.000 13-# 4 8-# 4
10- 6 8.9634 9.000 # 5 at 5.000 13-# 4 8-# 4
10- 7 8.9894 9.000 # 5 at 5.000 14-# 4 8-# 4
10- 8 9.0221 9.125 # 5 at 5.000 14-# 4 8-# 4
10- 9 9.0481 9.125 # 5 at 5.000 14-# 4 8-# 4
10-10 9.1434 9.250 # 6 at 7.000 9-# 5 6-# 5
10-11 9.1694 9.250 # 6 at 7.000 9-# 5 6-# 5
11- 0 9.1954 9.250 # 6 at 6.875 9-# 5 6-# 5
11- 1 9.2214 9.250 # 6 at 6.875 9-# 5 6-# 5
11- 2 9.2473 9.250 # 6 at 6.875 10-# 5 6-# 5
11- 3 9.2804 9.375 # 6 at 6.875 10-# 5 6-# 5
11- 4 9.3064 9.375 # 6 at 6.875 10-# 5 6-# 5
11- 5 9.3323 9.375 # 6 at 6.750 10-# 5 6-# 5
11- 6 9.3582 9.375 # 6 at 6.750 10-# 5 6-# 5
11- 7 9.3916 9.500 # 6 at 6.750 10-# 5 6-# 5
11- 8 9.4175 9.500 # 6 at 6.750 10-# 5 6-# 5
11- 9 9.4433 9.500 # 6 at 6.625 10-# 5 6-# 5
11-10 9.4692 9.500 # 6 at 6.625 10-# 5 6-# 5
11-11 9.4950 9.500 # 6 at 6.500 10-# 5 6-# 5
12- 0 9.5287 9.625 # 6 at 6.625 10-# 5 6-# 5

Page 3 of 3

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6/7/18 Page 3-64
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.750 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

3- 6 6.8150 7.000 # 5 at 8.625 3-# 4 2-# 4

3- 7 6.8463 7.000 # 5 at 8.375 3-# 4 2-# 4
3- 8 6.8774 7.000 # 5 at 8.250 3-# 4 2-# 4
3- 9 6.9083 7.000 # 5 at 8.125 3-# 4 2-# 4
3-10 6.9391 7.000 # 5 at 8.000 3-# 4 2-# 4
3-11 6.9698 7.000 # 5 at 7.875 4-# 4 2-# 4
4- 0 7.0018 7.125 # 5 at 8.000 4-# 4 2-# 4
4- 1 7.0323 7.125 # 5 at 7.875 4-# 4 2-# 4
4- 2 7.0626 7.125 # 5 at 7.750 4-# 4 2-# 4
4- 3 7.0927 7.125 # 5 at 7.625 4-# 4 2-# 4
4- 4 7.1228 7.125 # 5 at 7.500 4-# 4 2-# 4
4- 5 7.1544 7.250 # 5 at 7.625 4-# 4 2-# 4
4- 6 7.1843 7.250 # 5 at 7.500 4-# 4 2-# 4
4- 7 7.2140 7.250 # 5 at 7.500 4-# 4 2-# 4
4- 8 7.2436 7.250 # 5 at 7.375 4-# 4 2-# 4
4- 9 7.2751 7.375 # 5 at 7.500 4-# 4 2-# 4
4-10 7.3045 7.375 # 5 at 7.375 5-# 4 4-# 4
4-11 7.3338 7.375 # 5 at 7.250 5-# 4 4-# 4
5- 0 7.3630 7.375 # 5 at 7.125 5-# 4 4-# 4
5- 1 7.3943 7.500 # 5 at 7.250 5-# 4 4-# 4
5- 2 7.4234 7.500 # 5 at 7.125 5-# 4 4-# 4
5- 3 7.4524 7.500 # 5 at 7.000 5-# 4 4-# 4
5- 4 7.4812 7.500 # 5 at 7.000 5-# 4 4-# 4
5- 5 7.5124 7.625 # 5 at 7.000 5-# 4 4-# 4
5- 6 7.5412 7.625 # 5 at 7.000 5-# 4 4-# 4
5- 7 7.5698 7.625 # 5 at 6.875 6-# 4 4-# 4
5- 8 7.5984 7.625 # 5 at 6.750 6-# 4 4-# 4
5- 9 7.6295 7.750 # 5 at 6.875 6-# 4 4-# 4
5-10 7.6579 7.750 # 5 at 6.750 6-# 4 4-# 4
5-11 7.6863 7.750 # 5 at 6.750 6-# 4 4-# 4
6- 0 7.7145 7.750 # 5 at 6.625 6-# 4 4-# 4
6- 1 7.7427 7.750 # 5 at 6.500 6-# 4 4-# 4
6- 2 7.7738 7.875 # 5 at 6.625 6-# 4 4-# 4
6- 3 7.8019 7.875 # 5 at 6.500 6-# 4 4-# 4
6- 4 7.8299 7.875 # 5 at 6.500 7-# 4 4-# 4
6- 5 7.8578 7.875 # 5 at 6.375 7-# 4 4-# 4

Page 1 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-65
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.750 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

6- 6 7.8889 8.000 # 5 at 6.500 7-# 4 4-# 4

6- 7 7.9167 8.000 # 5 at 6.375 7-# 4 4-# 4
6- 8 7.9445 8.000 # 5 at 6.375 7-# 4 4-# 4
6- 9 7.9722 8.000 # 5 at 6.250 7-# 4 4-# 4
6-10 7.9998 8.000 # 5 at 6.250 7-# 4 4-# 4
6-11 8.0309 8.125 # 5 at 6.250 7-# 4 4-# 4
7- 0 8.0585 8.125 # 5 at 6.250 7-# 4 4-# 4
7- 1 8.0860 8.125 # 5 at 6.125 8-# 4 4-# 4
7- 2 8.1134 8.125 # 5 at 6.125 8-# 4 4-# 4
7- 3 8.1446 8.250 # 5 at 6.125 8-# 4 4-# 4
7- 4 8.1719 8.250 # 5 at 6.125 8-# 4 4-# 4
7- 5 8.1992 8.250 # 5 at 6.000 8-# 4 4-# 4
7- 6 8.2265 8.250 # 5 at 6.000 8-# 4 4-# 4
7- 7 8.2577 8.375 # 5 at 6.000 8-# 4 4-# 4
7- 8 8.2849 8.375 # 5 at 6.000 8-# 4 4-# 4
7- 9 8.3121 8.375 # 5 at 5.875 9-# 4 6-# 4
7-10 8.3392 8.375 # 5 at 5.875 9-# 4 6-# 4
7-11 8.3662 8.375 # 5 at 5.750 9-# 4 6-# 4
8- 0 8.3976 8.500 # 5 at 5.875 9-# 4 6-# 4
8- 1 8.4246 8.500 # 5 at 5.750 9-# 4 6-# 4
8- 2 8.4515 8.500 # 5 at 5.750 9-# 4 6-# 4
8- 3 8.4784 8.500 # 5 at 5.625 9-# 4 6-# 4
8- 4 8.5099 8.625 # 5 at 5.750 9-# 4 6-# 4
8- 5 8.5367 8.625 # 5 at 5.625 10-# 4 6-# 4
8- 6 8.5636 8.625 # 5 at 5.625 10-# 4 6-# 4
8- 7 8.5903 8.625 # 5 at 5.500 10-# 4 6-# 4
8- 8 8.6170 8.625 # 5 at 5.500 10-# 4 6-# 4
8- 9 8.6487 8.750 # 5 at 5.625 10-# 4 6-# 4
8-10 8.6754 8.750 # 5 at 5.500 10-# 4 6-# 4
8-11 8.7020 8.750 # 5 at 5.500 11-# 4 6-# 4
9- 0 8.7286 8.750 # 5 at 5.375 11-# 4 6-# 4
9- 1 8.7605 8.875 # 5 at 5.500 11-# 4 6-# 4
9- 2 8.7871 8.875 # 5 at 5.375 11-# 4 6-# 4
9- 3 8.8136 8.875 # 5 at 5.375 11-# 4 6-# 4
9- 4 8.8401 8.875 # 5 at 5.375 11-# 4 6-# 4
9- 5 8.8665 8.875 # 5 at 5.250 12-# 4 6-# 4

Page 2 of 3

Rev 2.6 3. Superstructure

6/7/18 Page 3-66
Bridge and Structures Design Manual

SERVICE LOAD DESIGN OF BRIDGE SLAB

Minimum slab thickness is 7"
Maximum main reinforcement spacing is 9"

Georgia Department of Transportation 19-OCT-07

Office of Bridge and Structural Design 16:53:08
May 2007
===========================================================
WHEEL SLAB FUTURE CONTINUITY
LOAD fc fs n COVER PAVING FACTOR
(Kips) (ksi) (ksi) (in) (kips/ft^2)
16.00 1.400 24.000 9 2.750 0.030 0.8
===========================================================
DISTRIBUTION
EFFECTIVE SIZE AND REINFORCEMENT
SPAN SLAB THICKNESS SPACING OF MAIN MIDDLE OUTER
LENGTH MINIMUM ACTUAL REINFORCEMENT HALF QUARTERS
(ft-in) (in) (in) (in)

9- 6 8.8986 9.000 # 5 at 5.375 11-# 4 6-# 4

9- 7 8.9251 9.000 # 5 at 5.250 12-# 4 6-# 4
9- 8 8.9515 9.000 # 5 at 5.250 12-# 4 6-# 4
9- 9 8.9778 9.000 # 5 at 5.125 12-# 4 6-# 4
9-10 9.0101 9.125 # 5 at 5.250 12-# 4 6-# 4
9-11 9.0365 9.125 # 5 at 5.125 12-# 4 6-# 4
10- 0 9.0628 9.125 # 5 at 5.125 12-# 4 6-# 4
10- 1 9.0891 9.125 # 5 at 5.125 13-# 4 8-# 4
10- 2 9.1153 9.125 # 5 at 5.000 13-# 4 8-# 4
10- 3 9.1479 9.250 # 5 at 5.125 13-# 4 8-# 4
10- 4 9.1741 9.250 # 5 at 5.000 13-# 4 8-# 4
10- 5 9.2003 9.250 # 5 at 5.000 13-# 4 8-# 4
10- 6 9.2265 9.250 # 5 at 5.000 14-# 4 8-# 4
10- 7 9.2593 9.375 # 5 at 5.000 13-# 4 8-# 4
10- 8 9.2855 9.375 # 5 at 5.000 14-# 4 8-# 4
10- 9 9.3742 9.375 # 6 at 7.000 9-# 5 6-# 5
10-10 9.4071 9.500 # 6 at 7.000 9-# 5 6-# 5
10-11 9.4333 9.500 # 6 at 7.000 9-# 5 6-# 5
11- 0 9.4594 9.500 # 6 at 6.875 9-# 5 6-# 5
11- 1 9.4855 9.500 # 6 at 6.875 10-# 5 6-# 5
11- 2 9.5188 9.625 # 6 at 6.875 9-# 5 6-# 5
11- 3 9.5449 9.625 # 6 at 6.875 10-# 5 6-# 5
11- 4 9.5710 9.625 # 6 at 6.750 10-# 5 6-# 5
11- 5 9.5971 9.625 # 6 at 6.750 10-# 5 6-# 5
11- 6 9.6231 9.625 # 6 at 6.625 10-# 5 6-# 5
11- 7 9.6566 9.750 # 6 at 6.750 10-# 5 6-# 5
11- 8 9.6827 9.750 # 6 at 6.750 10-# 5 6-# 5
11- 9 9.7087 9.750 # 6 at 6.625 10-# 5 6-# 5
11-10 9.7347 9.750 # 6 at 6.625 10-# 5 6-# 5
11-11 9.7685 9.875 # 6 at 6.625 10-# 5 6-# 5
12- 0 9.7945 9.875 # 6 at 6.625 10-# 5 6-# 5

Page 3 of 3

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Bridge and Structures Design Manual

Appendix 3D – Standard Specification Beam Charts

Beam Spacing (X-Axis) versus Maximum Design Span (Y-Axis)
Assumptions
1. Beam Spacing – 4.0' to 10.0' in .25' increments
2. Number of Lanes = 3, constant
3. Number of Beams = 6, constant
4. Slab was design using BRSLAB99 with 2½" cover
5. Maximum Design Span was determined using BRPSBM1
a. Live Load: HS20 with Impact
b. Concrete Properties
i. Ec = [(145)1.5](33)[(f'c).5]
ii. Dead Load = 150 pcf
iii. Initial Tension in the Beam (SIT) = 6(f'ci).5
iv. Final Tension in the Beam (SIF) = 6(f'c).5
c. Distribution Factor for Deflection = 1.000
d. Composite Slab Properties – Depth of Coping (DF)
i. 0.000, Type I MOD through Type IV PSC Beams
ii. 1.000, Bulb Tees
e. Non-composite Dead Loads (NCDL) – Coping
i. [(1.5)(Top Flange Width)/144](.150), Type I through Type IV PSC Beams
ii. [(3)(Top Flange Width)/144](.150), Bulb Tees
f. One Diaphragm at Midpoint for all spans greater than 40'-0"

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6/7/18 Page 3-68
Bridge and Structures Design Manual

Type I MOD PSC Beam (Standard Spec)

All strands are ½” diameter low relaxation strands each stressed to 33,818 pounds.

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6/7/18 Page 3-69
Bridge and Structures Design Manual

Type II PSC Beam (Standard Spec)

All strands are ½” diameter low relaxation strands each stressed to 33,818 pounds.

Rev 2.6 3. Superstructure

6/7/18 Page 3-70
Bridge and Structures Design Manual

Type III PSC Beam (Standard Spec)

All strands are ½” diameter low relaxation strands each stressed to 33,818 pounds.

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6/7/18 Page 3-71
Bridge and Structures Design Manual

Type IV PSC Beam (Standard Spec)

All strands are ½” diameter low relaxation strands each stressed to 33,818 pounds.

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Bridge and Structures Design Manual

54” Bulb Tee Beam (Standard Spec)

All strands are .6” diameter low relaxation strands. The 4 top flange strands are stressed to 10,000
pounds each and all remaining strands are stressed to 43,943 pounds each.

Rev 2.6 3. Superstructure

6/7/18 Page 3-73
Bridge and Structures Design Manual

63” Bulb Tee Beam (Standard Spec)

All strands are .6” diameter low relaxation strands. The 4 top flange strands are stressed to 10,000
pounds each and all remaining strands are stressed to 43,943 pounds each.

Rev 2.6 3. Superstructure

6/7/18 Page 3-74
Bridge and Structures Design Manual

72” Bulb Tee Beam (Standard Spec)

All strands are .6” diameter low relaxation strands. The 4 top flange strands are stressed to 10,000
pounds each and all remaining strands are stressed to 43,943 pounds each.

Rev 2.6 3. Superstructure

6/7/18 Page 3-75
Bridge and Structures Design Manual

74” Bulb Tee Beam (Standard Spec)

All strands are .6” diameter low relaxation strands. The 4 top flange strands are stressed to 10,000
pounds each and all remaining strands are stressed to 43,943 pounds each.

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6/7/18 Page 3-76
Bridge and Structures Design Manual

Substructure - Contents
Substructure - Contents ................................................................................................ 4-i
4.1 General ........................................................................................................................... 4-1
4.1.1 Concrete and Reinforcement for Substructure ......................................................... 4-1
4.1.2 Design Method......................................................................................................... 4-1
4.2 Foundations .................................................................................................................... 4-2
4.2.1 General .................................................................................................................... 4-2
4.2.2 Driven Piles ............................................................................................................. 4-2
4.2.3 Caissons .................................................................................................................. 4-9
4.2.4 Spread Footings .................................................................................................... 4-10
4.2.5 Pile Footings .......................................................................................................... 4-11
4.2.6 Cofferdams and Seals ........................................................................................... 4-12
4.2.7 Alternate Foundation Types ................................................................................... 4-12
4.3 End Bents ..................................................................................................................... 4-13
4.3.1 General .................................................................................................................. 4-13
4.3.2 End Bent Caps....................................................................................................... 4-13
4.3.3 End Bent Piling ...................................................................................................... 4-14
4.3.4 Wingwalls .............................................................................................................. 4-14
4.3.5 Rip Rap.................................................................................................................. 4-15
4.3.6 Slope Paving.......................................................................................................... 4-15
4.4 Intermediate Bents ........................................................................................................ 4-16
4.4.1 Concrete Column Bents ......................................................................................... 4-16
4.4.2 Pile Bents .............................................................................................................. 4-19
Appendix 4A - General Guide Map for Foundation Types ........................................................ 4-20
Appendix 4B - Preset Pile Layouts ........................................................................................... 4-21

Rev 2.6 4. Substructure - Contents

6/7/18 Page 4-i
Bridge and Structures Design Manual

Substructure
4.1 General

4.1.1 Concrete and Reinforcement for Substructure

General requirements for reinforced concrete are as follows:
a) Use Grade 60 steel for reinforcement.
b) The length of detailed reinforcing bars should not exceed 60 feet.
c) Use 3.5 ksi concrete for all substructure elements when the bridge is supported by one or
more concrete column piers.
d) Use 3.0 ksi concrete for all substructure elements if there are no concrete column piers
supporting the bridge.
e) For LRFD projects, use Class 2 exposure condition in accordance with LRFD 5.7.3.4 for any
bridges over waterways located fully or partially in the following coastal counties: Chatham,
Bryan, Liberty, McIntosh, Glynn, and Camden. Use Class 1 exposure condition for all other
bridges.
f) Use 3.0 inch cover in accordance with LRFD 5.12.3 for any bridges over waterways located
fully or partially in the coastal counties listed above. This requirement applies to Standard
Specification bridges as well.
g) When the least dimension of a concrete bridge component is greater than 5’-0” or the
diameter of a drilled shaft is greater than 6’-0”, Special Provision 500 – Concrete Structures
for mass concrete will be required. Include the following note on the General Notes sheet:
“MASS CONCRETE – BRIDGE CONTAINS COMPONENTS SUBJECT TO MASS
CONCRETE REQUIREMENTS, SEE SPECIAL PROVISION SECTION 500 – CONCRETE
STRUCTURES. NO SEPARATE MEASUREMENT AND PAYMENT WILL BE MADE FOR
MASS CONCRETE. INCLUDE ALL COSTS, INCLUDING INCIDENTALS, IN THE PRICE
BID SUBMITTED FOR ________ CONCRETE.”

4.1.2 Design Method

The Bridge Office uses a bent stiffness approach for distributing longitudinal and transverse loads.
The loads are distributed proportionally based on the relative stiffness of the bent to the entire
substructure supporting the superstructure between expansion joints.
The design of columns, footings, and foundations shall not be controlled by the Service Limit State.
Service Limit State should be used as applicable for settlement, stability, serviceability and
deflection as denoted in the LRFD Specifications.
Stream pressure calculations for substructure and foundation design shall be based on 100yr flood
data for all hydraulic bridges, unless otherwise specified.

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4.2 Foundations

4.2.1 General
Foundations for bridges shall be designed based on the Bridge Foundation Investigation (BFI)
report approved by the Office of Materials.
All loads and resistances presented on the plans shall be in kips, kips per linear foot (klf) or kips per
square foot (ksf).
4.2.1.1 500-Year Scour for Stream Crossings
Foundation depths shall be determined based on the 500-year storm event and the associated
500-year scour line. This scour line shall be shown on the Preliminary Layout but may be
adjusted in the BFI based on detailed geotechnical exploration.
When piles are used, they should penetrate a minimum of 10 feet below the 500-year scour line.
Spread footings should be keyed in below the 500-year scour line. Deep foundations shall be
examined for the 500 year storm event.

For Standard Specification projects, deep foundations shall be designed for a Safety Factor = 1.0
for the 500 year storm event.

Scour information shall not be included in the final bridge plans.

4.2.1.2 Foundation Types
Foundations shall be designed for existing conditions. The foundations for highway bridges
consist of the following types necessary to support the superstructure:
 Driven piles for pile bents
 Caissons (drilled shafts)
 Spread footings
 Pile footings
For general guidelines for foundation types in Georgia, see Appendix 4A.

4.2.2 Driven Piles

4.2.2.1 Pile Type and Size Selection
GDOT uses the following pile types:
 Steel H piles
 Prestressed concrete (PSC) piles
 Metal shell piles
Driven piles shall be designed in accordance with LRFD 10.7 or Standard Specification 4.5, as
appropriate.

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4.2.2.2 General
For future reference of pile design loads and for verification of loads used in preparing the LRFD
BFI, include the following note on all sheets for substructures that utilize driven piles:
“Piles are designed for a maximum factored axial load of ____ kips.”
The LRFD BFI will specify the method to measure driving resistance in the field. The two
methods commonly used by GDOT are Dynamic Testing and FHWA-Modified Gates Formula.
If Dynamic Testing is required, place the following General Note in the plans:
“Driving resistance - determine pile driving resistance using dynamic pile testing in
accordance with special provision 520. Dynamic pile testing shall be required for one
pile at each of bents **, ** and **.”
When Special Provision 523 specifies Pile Driving Analyzer (PDA) test to be performed by
GDOT personnel, include the following General Note in the plans:
“Dynamic pile testing - Pile Driving Analyzer (PDA) will be utilized by the Georgia DOT
during the pile driving operation in accordance with special provision 523. Notify the
Geotechnical Bureau of the Georgia DOT office of materials and testing at 404-608-
4720 two weeks prior to driving piles.”
When Special Provision 523 indicates PDA test to be performed by the Contractor, include the
following General Note in the plans:
“Dynamic pile testing - perform pile testing using the Pile Driving Analyzer (PDA) in
accordance with special provision section 523. Notify the Geotechnical Bureau of the
Georgia DOT office of materials and testing at 404-608-4720 two weeks prior to
driving piles.”
Include the following pay item when Dynamic Testing is specified. The number of tests is
indicated in the LRFD BFI by designating test locations.
523-1100 **** EA dynamic pile test
If FHWA-Modified Gates Formula is specified, place the following General Note in the plans:
“Driving resistance - determine driving resistance for piles using FHWA-modified
gates formula in accordance with special provision 520.”
For all LRFD projects, WAVE equation analysis should be performed by the contractor and
submitted to the Geotechnical Bureau for review and approval. Place the following General Note
in the plans for all LRFD projects (except for Design-Build projects):
“Wave equation - Perform Wave Equation Analysis (WEAP) in accordance with
special provision 520. Provide results of the WEAP to the Geotechnical Bureau of the
Georgia DOT office of materials and testing for review and approval two weeks prior
to driving piles.”
Once the LRFD BFI report has been completed and accepted, a variation of up to 5% between
the final calculated pile load and the value in the LRFD BFI report does not require a revision of
the LRFD BFI report or driving resistance. Use the driving resistance from the LRFD BFI report
and the final calculated maximum factored axial load on the plans.
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Batter piles, where required, are typically battered at a rate of 1½ inches horizontal on 12 inches
vertical. The batter shall not exceed 4:12.
The designer shall include driving data piles on bridges at the rate of about one for every four
bents. Driving data pile locations shall be designated on the General Notes sheet using the
Driving Data Piles note from the BridgeNotes program. On bridges with PSC piles, the test piles
can be counted as driving data piles.
Total pay quantity for piling is rounded off to the nearest 5 feet. Length of each pile can be
calculated as the difference between top of pile elevation and the estimated tip elevation (or
average estimated tip if a range is given) from the BFI. The designer shall include the additional
length of piles caused by batter piling.
The designer shall always include a pay item for a load test for each different pile (type and
size) used on the project.
4.2.2.3 Steel H Piles
Steel H piles specified for use in the Bridge Foundation Investigation (BFI) report will be one or
several of the following sizes:
 HP 10x42
 HP 12x53
 HP 14x73
 HP 14x89
 HP 14x102
 HP 14x117
One large pile may require a higher capacity pile hammer but this may still be more economical
than driving two smaller piles per beam in an end bent.
When H-pile intermediate bents are recommended in the Foundation Recommendation Letter,
36 ksi H-piles should be used for all H-piles at the bridge site. Use 50 ksi H-piles only when all
the H-piles are fully embedded for the entire bridge. Do not use 36 ksi and 50 ksi piles for the
same bridge.
If 50 ksi piles are used, indicate this in the Design Data section of the General Notes sheet and
include the following note on the General Notes sheet:
“STEEL H-PILES - use steel for H-piles that meets the requirements of ASTM a 709 gr
50.”
The following stresses and maximum factored structural resistance values for steel H-Piles
should be used in preparation of all LRFD BFI reports and is incorporated in the GDOT LRFD
BFI report template. The piles are assumed to be continuously supported during driving
operations. A resistance factor of 0.5 from LRFD 6.5.4.2 was used assuming piles subject to
damage with axial loading only.

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Table 4.2.2.3-1 Properties for Grade 36 Steel H-Piles (LRFD)

Stress Limits Max. Factored

Structural
Pile Size
Compression Tension Resistance, PR
(ksi) (ksi) (kips)

HP 10x42 32.4 32.4 223

HP 12x53 32.4 32.4 279
HP 14x73 32.4 32.4 385
HP 14x89 32.4 32.4 470
HP 14x102 32.4 32.4 540
HP 14x117 32.4 32.4 619

Table 4.2.2.3-2 Properties for Grade 50 Steel H-Piles (LRFD)

Stress Limits Max. Factored

Structural
Pile Size
Compression Tension Resistance, PR
(ksi) (ksi) (kips)

HP 10x42 45.0 45.0 310

HP 12x53 45.0 45.0 384*
HP 14x73 45.0 45.0 520*
HP 14x89 45.0 45.0 653
HP 14x102 45.0 45.0 750
HP 14x117 45.0 45.0 860

* 12x53 and 14x73 H-pile sections are slender elements for Grade 50 steel and a reduction has
been applied in accordance with LRFD 6.9.4.2.
For LRFD projects, when steel H-piles are driven to hard rock, verify the maximum factored
structural resistance from the above tables is greater than the driving resistance for the
respective pile to mitigate potential damage to the pile.
4.2.2.4 Prestressed Concrete (PSC) Piles
Prestressed concrete (PSC) piles specified for use in the Bridge Foundation Investigation (BFI)
report will be one or several of the following sizes:
 14” x 14”
 16” x 16”
 18” x 18”
 20” x 20”
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 24” x 24”
 30” x 30”
 36” x 36”
The details of the PSC piles listed above are specified in the GDOT Standard 3215. The
designer shall receive approval from the Bridge Office prior to using a PSC pile size greater
than 20”.
The following stresses and maximum factored structural resistance values for PSC piles should
be used in preparation of all LRFD BFI reports and is incorporated in the GDOT LRFD BFI
report template. The piles are assumed to be continuously supported during driving operations.
A resistance factor of 0.75 from LRFD 5.5.4.2 was used for compression controlled sections.
The 28-day concrete strength is 5.0 ksi and pile detailing is in accordance with Georgia
Standard 3215.
Table 4.2.2.4-1 Properties for PSC piles (LRFD)

Stress Limits Max. Factored

Structural
Pile Size Tension (ksi)
Compression Resistance, PR
(ksi) Normal Severe (kips)

14” SQ PSC 3.214 1.248 1.036 473

16” SQ PSC 3.457 1.005 0.793 636
18” SQ PSC 3.623 0.839 0.627 820
20” SQ PSC 3.573 0.889 0.677 1006
24” SQ PSC, 0.731
3.519 0.943 1158
VOID
24” SQ PSC 3.662 0.800 0.588 1464
30” SQ PSC, 0.697
3.553 0.909 1706
VOID
30” SQ PSC 3.561 0.901 0.689 2224

The following reference shall be included on the General Notes sheet under Bridge consists
of:
“SQUARE PRESTRESSED CONCRETE PILES -------------- GA. STD. 3215 (2-22-84)”
When the BFI recommends PSC piles, it will also call for test piles with locations. The
contractor uses test piles, longer than estimated pile lengths, to determine final order
lengths of the remaining piles. The length of test pile shall be 5 feet plus the top of pile
elevation minus the estimated tip elevation. Round test pile lengths up to the nearest foot.
Because test piles are part of permanent construction, the engineer must deduct the
calculated in-place length, not the test pile length, from the total piling quantity.
For PSC piles on bridges over waterways located fully or partially in the coastal counties of
Chatham, Bryan, Liberty, McIntosh, Glynn, and Camden or as recommended by the Office
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of Materials for corrosive site conditions, place the following notes from the BridgeNotes
program on the General Notes sheet:
 High Performance Concrete (HPC) Piles
 Stainless Steel Reinforcement for PSC Piles
Freeze bearing for piles may be required in the BFI for certain conditions. In this case, the
pile driving notes shall be included in the General Notes sheet as follows:
a) When freeze bearing is required if the piles fail to attain driving resistance after achieving
the minimum tip elevation, include the Pile Driving note using the BridgeNotes program.
b) When freeze bearing is required if the piles fail to attain driving resistance after achieving
the estimated tip elevation, include the Pile Driving (Table) note using the BridgeNotes
program.
Do not use the words "estimated tip" in the plans since these words are a reflection of the
BFI, which is not a part of the contract.
4.2.2.5 Metal Shell (MS) Piles
Metal shell (MS) piles specified for use in the Bridge Foundation Investigation (BFI) report will
be one or several of the following sizes:
 12 ¾” O.D.
 14” O.D.
 16” O.D.
 18” O.D.
 20” O.D.
 24” O.D.
MS piles shall be driven and then filled with concrete at all locations as specified in the GDOT
Standard Specifications. MS piles at intermediate pile bents also include reinforcement as
detailed in the GDOT Bridge Cell Library. It is assumed that the metal shell does not contribute
to the total capacity of the pile.
The following stresses and maximum factored structural resistance values for Metal Shell piles
should be used in preparation of all BFI reports and is incorporated in the GDOT BFI report
template. The piles are assumed to be continuously supported during driving operations. Grade
3 steel as specified in ASTM A252 (steel yield strength = 45 ksi) is used for the calculations. No
factored axial structural resistances were provided since the load will be controlled by the
drivability limits of the metal shell.

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Table 4.2.2.5-1 Properties for Metal Shell Piles

Shell Stress Limits
Pile Size Thickness
(in) Compression (ksi) Tension (ksi)
14” Diameter 0.2500 40.5 40.5
14” Diameter 0.3125 40.5 40.5
16” Diameter 0.2500 40.5 40.5
16” Diameter 0.3125 40.5 40.5
18” Diameter 0.3125 40.5 40.5
20” Diameter 0.3125 40.5 40.5
24” Diameter 0.5000 40.5 40.5

Metal shell thickness shall be modified based on the outer diameter by including the Metal Shell
Pile note on the General Notes sheet using the BridgeNotes program.
GDOT Standard Specification 520 includes two detailing options (Option 1 and Option 2) for
metal shell pile closure plates. Option 1 is specified as the default option; however, if the BFI
recommends Option 2, the following note shall be added to the General Notes sheet:
“PILE CLOSURE PLATE DETAIL - USE CLOSURE PLATE OPTION 2 AT THIS SITE IN
ACCORDANCE WITH SUB-SECTION 520.3.05.M OF THE GEORGIA DOT
SPECIFICATIONS.”
4.2.2.6 Timber Piles
Timber piles shall not be used on any GDOT bridge project. They are sometimes used to
support culverts in poor soils.
4.2.2.7 Pile Driving Aids
4.2.2.7.1 Jetting and Spudding
The BFI often recommends jetting and/or spudding to assist penetration for PSC or MS
piles. Jetting consists of using water at the tip of the pile to loosen the soil and aid driving.
Spudding consists of using a "spud" (usually a heavy H-pile) to break up hard layers before
driving the permanent pile. The designer shall include the Piling (Jetting and Spudding) note
from the BridgeNotes program on the General Notes sheet when jetting and/or spudding are
recommended in the BFI. No pay item is required for jetting and/or spudding.
4.2.2.7.2 Predrilling
The BFI may recommend predrilling be allowed at the contractor’s option in lieu of jetting or
spudding. Predrilling consists of loosening the soil with an auger to aid driving. The BFI will
include an elevation for the limit of predrilling, which will usually be referenced to the
estimated or minimum pile tip. When the BFI mentions predrilling, the designer shall include
the Piling (Predrilling in lieu of Jetting and Spudding) note from the BridgeNotes program on
the General Notes sheet instead of the jetting and spudding note. No pay item is required
for predrilling.
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4.2.2.7.3 Pilot Holes

The BFI sometimes recommends pilot holes for piles in order to assure adequate
penetration below the scour line. Pilot holes are created by using an auger to remove the
soil. This process is more costly than predrilling. The designer shall include the Pilot Hole
note from the BridgeNotes program on the General Notes sheet and specify the required
diameter and bottom elevation of the pilot hole in the note. Pay item 520-5000 PILOT
HOLES shall be in the plans to cover the required quantity of pilot holes.
4.2.2.7.4 Pile Points
When the BFI calls for pile points to ensure adequate penetration into weathered rock, the
designer shall include the Pile Points note on the General Notes sheet using the
BridgeNotes program.
In special cases where it is anticipated piles will have to be driven through boulders, rock
layers, or hard buried objects, such as concrete, extremely hard stumps or wooden piles,
the BFI may recommend the use of special driving points, other than those called for in the
GDOT Standard Specifications. In this case, the designer shall include the following note on
the General Notes sheet:
“PILE POINTS – REINFORCE ALL PILE TIPS AT BENTS ** WITH PRUYN POINT
NO. 75750 OR APPROVED EQUAL.”

4.2.3 Caissons
4.2.3.1 General
When caissons are recommended in the BFI, foundation bearing strength and bottom elevations
for caissons will be included. Details and requirements for caisson construction are covered
under Special Provision 524 which is usually included with the BFI. Special provision 524 also
includes important information such as whether the hole is dry or wet (uses slurry) and whether
a demonstration shaft is required.
4.2.3.2 Dimensions
The diameter of a caisson shall be designed in 6” increments. A minimum caisson diameter of
48 inches is required for dry caissons to allow access by inspectors. All caissons shall have a
minimum concrete cover of 6”.
4.2.3.3 Elevations
Caisson tip elevations should be given to one decimal place and a plus/minus sign to indicate
possible variations.
For caissons in the water, detail the top of the caisson 1 foot above the normal pool elevation for
quantity calculations. The assumed normal pool elevation shall be included in a note on the
plans. Include a note directing the contractor to set the top of caisson 1 foot above the water
surface at the time of construction. For caissons in the ground, the top shall be 1 foot below final
ground elevation.

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4.2.3.4 Reinforcement
Reinforcement in the caisson is specified by size only (#11 instead of 1110) because payment
for it is included in linear feet of caisson. However when using a transition bar that laps with the
steel in the caisson and the steel in the column, that steel can be detailed and included in the
bar schedule. Do not use hooked bars in the top of a caisson.
Use hoop stirrups for caissons. Spiral reinforcement is not allowed in caissons. Stirrups shall
not be larger than #6 bars. The clear spacing between caisson stirrups shall be limited to a
minimum of 5” to allow for effective movement of concrete. Similarly, vertical caisson
reinforcement should have a minimum of 5” clear spacing.
No seismic detailing for a plastic hinge is required near the theoretical fixity location.

4.2.4 Spread Footings

4.2.4.1 Dimensions and Elevations
Use a square spread footing whenever possible. Plan footing dimensions shall be detailed in 3
inch increments in each direction. Spread footings shall be a minimum of 2’-3” thick to allow for
the development of the hooks of No. 11 bars from the column.
Bottom of spread footing elevation should be given to one decimal place and a plus/minus sign
to indicate possible variations. Bottom of footing elevations should be set to provide a 2 foot
minimum soil cover over the footing.
4.2.4.2 Reinforcement
When using a square footing, use the same reinforcement in both the transverse and
longitudinal directions to avoid incorrect installations in the field.
In addition to the mat of reinforcement at the bottom of the footing for design, detail a mat of
reinforcement at the top of the footing comprised of #4 bars spaced at a maximum of 12” in
each direction.
Stirrups shall not be employed as a method of shear resistance in footings.
4.2.4.3 Design and Additional Considerations
To allow for field variations in rock elevation, intermediate bents shall be designed for the case
where the bottom of footing elevation is 3 feet lower than that indicated in the BFI. The designer
shall include the Footing Elevations note from the BridgeNotes program on the General Notes
sheet.
When recommended in the BFI, spread footings and the seals beneath spread footings should
be keyed into the underlying material. A minimum key of 1 foot into sound rock shall be
provided. For spread footings on other materials the designer shall ensure that the footing is
sufficiently embedded to resist lateral loads. A note shall be placed on the plans requiring the
entire footing or seal be keyed in, not just the area under the column as indicated in the GDOT
Standard Specifications.
Design spread footings to limit settlement to a maximum of 1 inch. Spread footings will not be
allowed on rock embankments.

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4.2.5 Pile Footings

4.2.5.1 Footing Dimensions and Elevations
Use a square pile footing whenever possible. Plan footing dimensions shall be detailed in 1”
increments in each direction. Pile footings shall be a minimum of 3’-3” thick when steel H-piles
are used and 3’-6” when PSC piles or metal shell piles are used to allow for the development of
the hooks of No. 11 bars from the column.
Bottom of pile footing elevations should be detailed to two decimal places.
4.2.5.2 Footing Reinforcement
Detail 180 degree hooks for the bottom reinforcement mat in pile footings. The bottom
reinforcement mat can be placed directly on top of H-Piles. However, the designer shall detail 3
inches of clearance on top of metal shell and PSC piles to allow the footing concrete to properly
bond with the footing reinforcement. When using a square footing, use the same reinforcement
in both the transverse and longitudinal directions to avoid incorrect installations in the field.
When seismic detailing is required for the bridge, detail a mat of reinforcement at the top of the
footing comprised of #4 bars spaced at a maximum of 12” in each direction.
Stirrups shall not be employed as a method of shear resistance in footings.
4.2.5.3 Pile Layouts
Use one of the GDOT pile layouts that are presented in Appendix 4B to design pile footings.
Minimum pile spacing and edge distances shall be determined in accordance with LRFD
10.7.1.2 and detailed in 1 inch increments.
4.2.5.4 Design and Additional Considerations
Pile footings shall be designed for zero tension (no uplift) in the piling for the strength limit state
only.
The top of the pile footings should be a minimum of 2 feet below ground, with the following
exceptions for the bridges over the streams:
a) If the bridge is located in one of the coastal counties and the waterway has very low flow
velocity and low debris potential (such as in a coastal swamp), then the bottom of the footing
will be located 1 foot above mean water level. This is known as a “pedestal bent”.
b) If the bridge requires a large number of cofferdams for pile footing construction, pedestal
bents could be used to eliminate the high cost cofferdams. However, use of this option must
be approved by the Bridge Office.
When the BFI or the Office of Construction recommends setting up Type II backfill material
under a footing, do not increase the bridge excavation quantity for this material since the GDOT
Standard Specification covers additional excavation up to three feet below the plan elevation of
the bottom of footing.

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4.2.6 Cofferdams and Seals

4.2.6.1 General
When a bridge with concrete footings crosses a stream or its footings are located close to the
water table, cofferdams and/or seal concrete may be necessary for intermediate bent
construction. Since the need for cofferdams and/or seals is determined by the Office of
Construction, the designer shall send a transmittal to the State Bridge Construction Engineer
requesting a recommendation in accordance with Section 1.6.9.2.1.
Seals should not be used except as recommended by the Office of Construction due to the
possibility of future voids under the seal. Contractors should not be allowed to substitute a
concrete seal in lieu of dewatering cofferdams.
4.2.6.2 Dimensions and Elevations
Seals are typically 1’-6” wider on each side than the footprint of the footing. Use the following
seal concrete thickness and strength that have been determined to resist the buoyant force from
the hydraulic head (H) on the other side of the cofferdam:
 Seal concrete thickness for pile footings = 0.25 x H ≥ 2 feet
 Seal concrete thickness for spread footings = 0.4 x H ≥ 2 feet
 Seal concrete strength = 2.0 ksi
The Plan and Elevation sheet should show the elevation of the bottom of the seal for spread
footings, but the bottom of the footing for pile footings. The water elevation used to determine
the footing height should be shown on the intermediate bent sheet.
4.2.6.3 Seal Concrete Payment
If the plans do not include seal concrete but field conditions require it, the seal concrete price is
based on the cost of Class A concrete according to the GDOT Standard Specifications. When
the plans include cofferdams but do not include either seal concrete or Class A concrete, a
special provision is required to address payment for seal concrete.

4.2.7 Alternate Foundation Types

When concrete intermediate bents are anticipated as part of a bridge, practical alternative
foundation types shall be considered. This effort should be collaborative between the bridge
engineer and the geotechnical engineer and should result in a presentation of bidding alternatives
whenever feasible.
Foundation alternatives shall be presented on separate substructure detail sheets in the bridge
plans. Quantities for the alternates shall be broken up on the Summary of Quantities sheet such
that all the common quantities are shown under one heading and the quantities for Alternate 1 and
Alternate 2 are divided out under separate headings. Reinforcement Schedules should clearly
reflect the reinforcement for the alternates under separate headings. Bar marks may be duplicated
between alternates as necessary.
Environmental permitting and documentation shall consider the impacts of both alternates
presented in the plans.

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4.3 End Bents

4.3.1 General
The following note shall be added to all end bent sheets that references Georgia Standard 9037 for
drainage details required at end bents:
“SEE GA. STD. 9037 FOR DRAINAGE DETAILS AT END BENTS.”
The GDOT Standard Specifications state that no separate measurement will be made under the
item of Bridge Excavation for any excavation necessary for end bent construction. Unusual
situations, such as spread footing abutments, may require the following note on the General Note
sheet for clarity:
“END BENT EXCAVATION – ALL COSTS FOR END BENT EXCAVATION SHALL BE
INCLUDED IN THE OVERALL BID SUBMITTED”

4.3.2 End Bent Caps

Typically, a pile is placed under each beam, so the bent cap is subjected to minimal shears and
moments. Use a 3’ wide by 2’ deep cap with typical reinforcement that can be found in the GDOT
Bridge Cell Library. A 2-foot 6-inch wide cap can be used for unskewed RCDG bridges. When the
skew angle causes the clearance from the bearing pad to the edge of cap to be less than 2 inches,
the cap should be widened in 3-inch increments.
Cap step lengths do not need to match the calculated skewed beam distance so detail the cap
steps to the nearest 1”.
Detail a 3-inch diameter by 12-inch deep hole at each dowel bar or anchor bolt location. A deeper
hole may be required for steel spans longer than 100 feet. For RCDGs, detail a No. 10 dowel bar to
be cast in place.
If the elevation difference between adjacent cap steps is less than 3/4 inch, detail both steps to the
lower elevation. No change to the D-dimension is necessary for this adjustment.
When different beam sizes or severe cross-slopes cause the top of cap step to be more than 6”
above the main reinforcing, additional reinforcement will be required for that step. In this case, detail
two No. 4 bars in the same direction of the main reinforcement at the top of the cap step with 2-inch
clearance. Detail stirrups with approximately 1-foot spacing and with the legs extended down into
the main cage a minimum of one foot.
The provisions for temperature and shrinkage reinforcement in LRFD 5.10.8 can be waived for side
faces of bent caps with a minimum height of 2 feet or less. LRFD 5.10.8 can also be waived for the
bottom of the pile cap for bents 3.5 feet wide or less.
For a skew of 50 degrees or sharper, it should be noted that the movement of an expansion endwall
may be restricted by the sides of the cap steps. The designer should consider skewing the cap
steps parallel to the beams to prevent this restriction of movement, particularly for fascia beams.
When the cap steps are less than 2 inches high, an extra thickness of expansion material adjacent
to cap steps can be used in lieu of skewing the cap steps.

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In situations where wing walls are replaced by approaching retaining wall, end bent caps should be
detailed to include cheek walls at the end of the cap. End bent cheek walls shall be a minimum of
10 inches in width and be reinforced with two mats of #5 reinforcement steel embedded into the
cap. This reinforcement should be detailed at a maximum spacing of 12 inches.

4.3.3 End Bent Piling

End bent piles should support all loads including loads from the approach slab. A typical 30-foot
GDOT standard approach slab is designed based on the assumption that up to 10 feet of the
subgrade could be lost, transferring the load to the paving rest and remaining soil. Therefore, it is
assumed that the paving rest supports one end of the approach slab, which is modeled as a 10-foot
simple beam, and transfers the dead and live loads to the piles.
If the end bent fill height is greater than 20 feet, add battered piles between beams at a rate of 1 per
4 or 5 vertical piles. If the pile spacing is very close, some of the load-bearing vertical piles can be
battered instead of adding piles.

4.3.4 Wingwalls
The end of wingwall is determined by projecting the slope of the end roll up until it meets the
shoulder grade at the inside face of the wing, as shown in Figure 4.3.4-1. The length of the wingwall
is the distance from this end to the front face of cap, accounting for the effect of the skew.
Generally, use the same length for both wingwalls at an end bent. The minimum wingwall length
shall be 8 ft. Wingwall length shall be detailed to the nearest 6 inches.

Figure 4.3.4-1 Wingwall Dimensions

The top of wingwall is determined by adding 4 to 10 inches to the shoulder grade at the beginning
and end of the wingwall. Use 6 inches as a minimum to match the transition curb of the approach
slab when present. The top of the wingwall should be leveled to the higher elevation if the
difference is less than 6 inches. The bottom of the wingwall should be level.
On curved alignments, do not curve wingwalls. Skew the wingwall to prevent its encroachment on
the shoulder.
Use of piling under wingwalls is governed by wingwall length (L) as follows:
a) When L ≤ 12 ft., no piles are needed.
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b) When 12 ft. ≤ L ≤ 16.5 ft., add one pile at the end.

c) When 16.5 ft. < L ≤ 20 ft., add one pile each at the mid-point and at the end
d) When L ≥ 20 ft., add one pile each at the end and at third points along the wingwall length.
A 2’-6” square pile box should be placed at each pile location in the wingwall. Increase the size of
the box to 3’-0” square when using 18-inch or larger piles to maintain minimum clearance.

4.3.5 Rip Rap

At stream crossings, indicate rip rap on the endrolls as specified on the preliminary layout and in the
hydraulic study. Extend the rip rap limit 20 feet beyond the end of the wingwall. The calculated rip
rap quantity should also be used for the quantity of filter fabric.
If the BFI report recommends a different type and/or depth of rip rap, the designer shall consult with
the hydraulic engineer and the geotechnical engineer to determine the appropriate rip rap
requirements.
When the Hydraulic Data indicates abnormal flows, the elevation for the top of rip rap shall be 2 feet
above the abnormal 100-year flood elevation.

4.3.6 Slope Paving

Slope paving shall be used on all grade separation and railroad crossing bridges. The footprint of
the slope paving extends beyond the edge of the deck by 2 feet on each side of the bridge. For
skewed bridges, the slope paving parallels the edge of the bridge on one side and is normal to the
bottom of the slope on the other side, so that runoff water from bridge stay on paved slope all the
way to the bottom (see Figure 4.3.6-1). However, on railroads in cut sections limit the slope paving
to 2 feet outside the edge of deck on both sides to minimize additional cut in the endroll (see Figure
4.3.6-2).

Figure 4.3.6-1 Typical Slope Paving at End of Bridge

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Figure 4.3.6-2 Slope Paving at Railroad Cut Section

4.4 Intermediate Bents

4.4.1 Concrete Column Bents

4.4.1.1 Preliminary Design Considerations
A two-column bent is recommended when the cap length is 60 feet long or less. The columns
should be arranged to balance the dead load moments on either side of the column to avoid
long-term bowing due to creep. Experience has shown that setting the cantilever lengths at
approximately 20% of the cap length can accomplish this. For cap lengths greater than 60 feet,
use a three-column bent or divide into 2 two-column bents.
When possible, use one column size for the entire bridge. For 90-degree bridges, set the
column width equal to the cap width. However, it is acceptable and generally preferred to use a
smaller column in skewed bridges that have wider caps to accommodate the bearings. The
minimum column width should be 75% of the cap width.
Short column bents may have an issue with accommodating the forces generated by the
shrinkage of the cap. These forces may be reduced by detailing a construction joint in the cap or
by the use of a wall pier with a strip footing. The minimum width of a wall pier is 2 feet. Use of a
wall pier shall be approved by the Bridge Office.
4.4.1.2 Concrete Column Bent Caps
4.4.1.2.1 Cap Dimensions
The width of an intermediate bent cap should be a minimum of 3 feet and increased in 3-
inch increments to account for skew, bearing size and edge distances. The depth and length
of a cap should be detailed in 3-inch increments. For bent caps at grade separations, use a
minimum depth to width ratio of 0.75, with a ratio of 1.0 preferred at road underpasses, in
order to provide a more aesthetic appearance.
Size the pier cap to provide a minimum of 3-inch clearance from the edge of bearing pad to
the edge of cap or riser. On skews sharper than 75 degrees, this clearance can be reduced
to 2 inches since only the corner of the bearing pad would be too close to an edge and most
of the pad would still be beyond the 3 inch limit.

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4.4.1.2.2 Cap Risers and Steps

When the back and ahead beams have different depths, a riser will be required on the cap
to compensate for the difference. When the height of the riser is more than 4 inches, two
continuous No. 5 bars should be detailed in the top of the riser in the direction of the main
reinforcement. If the riser height is more than 18 inches, additional No. 4 bars should be
distributed along each face of the riser to control cracking. Detail stirrups with approximately
1-foot spacing and with the legs extended down into the main cage a minimum of one foot.
Do not attempt to control cracking by putting a joint in the riser between steps. This detail
concentrates stresses at that point and can cause cracking in the main body of the cap.
When a cross-slope or fascia beam causes the top of cap step to be more than 6” above the
main or riser reinforcing, additional reinforcement will be required for that step. In this case,
detail two No. 5 bars in the same direction of the main reinforcement at the top of the cap
step with 2-inch clearance. Detail stirrups with approximately 1-foot spacing and with the
legs extended down into the main cage a minimum of one foot.
If the elevation difference between adjacent cap steps is less than 3/4 inch, detail both steps
to the lower elevation. No change to the D-dimension is necessary for this adjustment.
4.4.1.2.3 Maximum Cap Moment and Shear at the Columns
When designing the negative moment reinforcement over the columns, the designer should
consider the moment at the quarter point as maximum. The shear at the face of column
should be considered as maximum in the design for stirrups.
4.4.1.2.4 Detailing
A minimum concrete cover of 2 inches is required in the cap.
Minimum spacing for stirrups in the cap shall be 5 inches. Use double stirrups in high shear
areas as necessary. The use of single-legged cross ties is prohibited. Using ‘open top’
stirrups to miss anchor bolt hole block outs is permitted but usually not necessary. The
contractor is able to shift stirrups in order to miss block outs for the anchor bolt holes.
Cap step lengths do not need to match the calculated skewed beam distance so detail the
cap steps to the nearest 1”.
4.4.1.2.5 Cheek Wall
A cheek wall is typically a 4” thick concrete wall built up on the end of a bent cap to hide a
joint in the superstructure for improving the appearance of the bridge. The cheek wall length
shall extend from cap face to cap face. The gap between the face of the bottom flange of
the beam and the cheek wall shall be 6” or less. In a skewed bridge, the end of the cap
shall be skewed so the cheek wall can be parallel to the beam face.
4.4.1.3 Columns
All columns that have less than 30’-0” horizontal clearance from the edge of roadway shall be
designed for the vehicular collision force in accordance with LRFD 3.6.5. Protection by barrier or
embankment will not negate this requirement. Only design the column to withstand the
vehicular collision force in shear, not flexure. Don’t consider the transfer of this force to other
elements such as caps, footings, piles, or drilled shafts.
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Where bridge columns are within 25’-0” of the centerline of a railway, design columns to provide
structural resistance for the same vehicular collision force as specified in LRFD 3.6.5.
The shear force created by the vehicular collision load shall be analyzed with the assumption of
a single shear plane.
Columns should be dimensioned in 6-inch increments beginning at 3 feet. Columns narrower
than 3 feet should not be used unless it is necessary to match the existing column size and to
maintain horizontal clearance. In general, columns should be square with a square reinforcing
pattern consisting of the same number of bars in each face. Round columns should be used on
drilled shaft foundation.
Use Table 4.4.1.3-1 to determine the number and location of required construction joints in
columns. Column height, x, is measured from top of footing to bottom of cap.
Table 4.4.1.3-1 Construction joints in columns
Column Height, x Construction Joints
X ≤ 30 ft. No construction joint
30 ft. < x ≤ 40 ft. 1 construction joint at mid-height
40 ft. < x ≤ 60 ft. 2 construction joints at one-third points
X > 60 ft. Construction joints at 20 ft. max. spacing

Reinforcement should be detailed to take the construction joint into account.

For drilled caissons, it is recommended to use a column that is 6 inches smaller in diameter
than the caisson to line up the reinforcements and meet the different requirements in concrete
cover.
Use a minimum concrete cover of 2 inches in the column. However, if the cap has the same
width as the column, then the main column bars have to be shifted in to miss the main cap bars.
This adds to the minimum concrete cover required.
Do not hook column bars in the top of the cap.
Column cross-ties shall be arranged to accommodate at least a 6-inch tremie to facilitate
concrete placement.
Detail column reinforcement to provide at least a 6” center-to-center spacing between stirrups.
4.4.1.4 Footings
See Sections 4.2.4 and 4.2.5 for information about spread footings and pile footings.
4.4.1.5 Substructure Finish for Bridges over Navigable Waters
When a bridge crosses a highly traveled waterway the designer shall include the following
general note providing for a higher level surface treatment.
“SPECIAL SURFACE COATING FINISH - APPLY TYPE III FINISH TO ALL SURFACES
AS REQUIRED FOR `SINGLE BRIDGE OVER TRAFFIC ARTERY" IN ACCORDANCE
WITH SUBSECTION 500.3.05.AB.3 OF THE GEORGIA DOT SPECIFICATIONS.”

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4.4.2 Pile Bents

Pile bent consists of a concrete cap formed directly on top of piles. Typically, a pile is placed under
each beam. Exterior piles are generally battered outwards at a 1.5:12 ratio for lateral stability.
A tower bent is a pile bent with two piles under each beam battered at a 1.5:12 ratio in the
longitudinal direction for additional stability. Tower bents should be considered at fixed bent
locations when the bridge length requires an intermediate expansion joint. The preliminary layout
sometimes precludes tower bents at certain locations.
Unless a refined analysis is performed pile fixity should be assumed at a depth 10ft below the
ground line.
4.4.2.1 Pile Bent Caps
When each beam has a pile directly under it, the pile bent cap is subjected to minimal shears
and moments. Use a minimum of 3’ wide by 2’ deep cap with typical reinforcement that can be
found in the GDOT Bridge Cell Library, unless pile and beam configurations require more
detailed flexural and shear design. Cap step lengths do not need to match the calculated
skewed beam distance so detail the cap steps to the nearest 1”.
The provisions for temperature and shrinkage reinforcement in LRFD 5.10.8 can be waived for
side faces of bent caps with a minimum height of 2 feet or less. LRFD 5.10.8 can also be
waived for the bottom of the pile cap for bents 3.5 feet wide or less.
4.4.2.2 Sway Bracing
Sway bracing is only used for H-Pile bents where the unbraced length of piles exceeds 12 feet.
Sway bracing is normally comprised of L4x4x3/8 angles arranged in an “X” fashion. Sway
bracing shall be detailed to extend 4 inches outside the edge of the exterior piles. The top of
the angles shall be placed 4 inches below the bottom of the cap. The bottom of the angles shall
be placed 12 inches above the higher of the ground line or the normal pool elevation.
4.4.2.3 Pile Protection
H-Piles at stream crossings shall be protected with concrete encasement as follows:
a) In the stream, use encasement from 2 feet below ground to 2 feet above normal pool.
b) On banks and flood plains, use encasement from 2 feet below ground to the higher of 2
feet above ground or 2 feet above normal pool.
c) If the elevation of "normal pool" is not clear, extend the encasement to the 2-year flood
height which is usually available in the hydraulic study under the 50-year storm summary
table.
All exposed H-piles shall be painted using 2P coating as specified in GDOT Standard
Specification 870.2.05. Include the Special Protective Coating for Piles note on the General
Notes sheet using the BridgeNotes program.

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Appendix 4A - General Guide Map for Foundation Types

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Appendix 4B - Preset Pile Layouts

Figure 4B-1 GDOT Pile Layout (4 to 12 Piles)

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Figure 4B-2 GDOT Pile Layout (13 to 21 Piles)

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Figure 4B-3 GDOT Pile Layout (22 to 25 Piles).

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Retaining Walls - Contents

Retaining Walls - Contents ........................................................................................... 5-i
5.1 General ........................................................................................................................... 5-1
5.1.1 Wall Types ............................................................................................................... 5-1
5.1.2 Wall Design ............................................................................................................. 5-1
5.1.3 Design Requirements .............................................................................................. 5-2
5.2 Preliminary Wall Design .................................................................................................. 5-3
5.2.1 Initial Design Request from Roadway Designer ....................................................... 5-3
5.2.2 Items to Coordinate with the Roadway Designer ...................................................... 5-4
5.2.3 Preliminary Wall Plans and Wall Foundation Investigation ....................................... 5-4
5.3 Final Wall Plans .............................................................................................................. 5-4
5.3.1 Final Plans for In-House Design............................................................................... 5-4
5.3.2 Final Plans for Contractor Design ............................................................................ 5-5
5.4 Staking for Retaining Walls on Construction ................................................................... 5-5
5.5 Special Considerations for Individual Wall Types ............................................................ 5-6
5.5.1 Gravity Wall ............................................................................................................. 5-6
5.5.2 RC Cantilever Wall................................................................................................... 5-6
5.5.3 MSE Walls ............................................................................................................... 5-6
5.5.4 Prefabricated Modular Wall .................................................................................... 5-12
5.5.5 Modular Block Wall ................................................................................................ 5-12
5.5.6 Soldier Pile Wall..................................................................................................... 5-12
5.5.7 Tie-Back Wall......................................................................................................... 5-13
5.5.8 Soil Nail Walls ........................................................................................................ 5-13

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Retaining Walls
5.1 General
All retaining walls shall be designed in accordance with Chapter 11 of the AASHTO LRFD
Specifications and as noted in this section.

5.1.1 Wall Types

The type of wall should be determined based on economy, constructability and geotechnical
conditions. Coordination between the roadway designer and Bridge Office shall take place during
the preliminary design phase, before Right-of-Way plans are finalized. Typical wall types utilized on
GDOT projects are presented in Table 5.1.1-1 with their corresponding design options.
Table 5.1.1-1 Current GDOT Wall Types and Design Options
Wall Type Design Option
Gravity Wall GDOT Standards
Reinforced Concrete Cantilever GDOT Standards or In-House Design
MSE Wall Contractor Design
Prefabricated Modular Wall Contractor Design
Modular Block Wall Contractor Design
Soldier Pile In-House Design
Tie-Back Contractor Design
Soil Nail Contractor Design

5.1.2 Wall Design

5.1.2.1 GDOT Standard Design
Whenever possible, the roadway designer should use a pre-designed concrete wall found in the
GDOT Standards or Construction Details, as listed in Table 5.1.2.1-1. In this case, the roadway
designer will include the appropriate standard in the contract plans and a retaining wall
envelope for the structure under section 31 of the contract plans.
Table 5.1.2.1-1 GDOT Standard Retaining Walls
Standard/Detail
Title Application
Number
Concrete Side Barrier Types 2, 2-A, 2-B, RC cantilever fill wall
4948B
and 2-C adjacent to roadway
Concrete Side Barrier Types 6, 6-A, 6-B, RC cantilever cut wall
4948C
and 6-C adjacent to roadway
Retaining Wall Typical Sections, Raising Gravity wall with or
9031L
Headwall, And Typical Pipe Plug without barrier face
PW-1 Parapet Retaining Wall, Type P1, P2 and RC cantilever fill wall

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P3 adjacent to sidewalk

5.1.2.2 Special Design

When the GDOT Standards or Construction Details are not applicable, the roadway designer
will submit a request to the Bridge Office for a special designed retaining wall. If the wall is to be
designed by the Bridge Office or a consultant, a complete set of final wall plans, including all
geometry and structural details, will be produced and submitted to the roadway designer for
inclusion in section 32 of the contract plans.
5.1.2.3 Contractor Design
In cases where a special design wall is requested by the roadway designer, the contractor may
be tasked with completing the final wall design due to the proprietary and technical nature of
some wall types such as MSE, Soil Nail, Tie Back, Modular and Modular Block. The Bridge
Office or consultant will provide a P&E sheet, a typical section, design criteria and quantities for
inclusion in section 32 of the contract plans. The contractor shall provide the final design to the
Bridge Office for review as shop drawings.

5.1.3 Design Requirements

5.1.3.1 Design Life
MSE walls within 100 feet of a bridge shall be designed for a 100 year design life. All other
retaining walls, including MSE walls not within 100 feet of a bridge, shall be designed with a 75
year design life.
5.1.3.2 Live Load Surcharge
A surcharge of 0.250 ksf shall be applied to all retaining walls whose pressure surface is within
a horizontal distance H/2 from traffic loads, where H is the design height of the retaining wall.
Traffic loading should be assumed present on the travel way and the shoulder. The pressure
surface is at the back of the reinforced mass for MSE systems or a vertical line extended up
from the heel for cast-in-place cantilevered gravity walls.
5.1.3.3 Horizontal Forces from Structures
Retaining walls that support or are directly adjacent to bridge abutments shall be designed with
consideration of the horizontal loads transmitted from the bridge superstructure. If there is no
specific load information, the wall designer should account for an unfactored horizontal load
equal to 5 percent of the dead load presented on the bearing pad detail sheet in the bridge
plans divided by the beam spacing at the abutment.
5.1.3.4 External Stability for MSE Retaining Walls
In preparation of the contract drawings for MSE retaining walls it is necessary to calculate the
bearing pressure as well as the minimum and effective strap lengths for representative sections
of a wall envelope so that a geotechnical evaluation of the site can be completed.
Typically soil borings are taken at the site with reference to the proposed wall envelope and
basic soil parameters established for the foundation and backfill soils. This information is then
used, along with applied load information, to determine the necessary reinforcement length that
satisfies the required sliding, eccentricity, and bearing pressure checks. The results of this
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effort are then used to complete the foundation investigation report and develop
recommendations for the plans.
When conducting the above stated external stability checks, the engineer should assume that
the reinforced soil mass has a unit weight of 135 pcf when the project is located north of the Fall
Line (see Appendix 3A), and 120 pcf for projects south of the Fall Line, unless more specific
project information is known.
Representative sections of the MSE wall should be determined by the designer and consider
variations in load conditions, wall height, and effective foundation widths.

5.2 Preliminary Wall Design

5.2.1 Initial Design Request from Roadway Designer

When a special design retaining wall is required on a project, the roadway designer shall submit the
following information to the Bridge Office:
a) An elevation view (profile) of the wall showing the following:
o Beginning and ending wall stations
o Elevations on top of the wall at the beginning, end, and at profile break points
o The original ground profile
o The proposed ground profile
b) Roadway cross-sections in the vicinity of the wall that show the existing and final slope
behind the wall
c) Project Cover Sheet
d) Project typical sections associated with the wall
e) Project plan-and-profile sheets showing the following:
o Limits of right-of-way
o Superelevation data
o Horizontal and vertical alignment data
o Horizontal offsets to the face of the wall, gutterline at barrier or face of parapet on the
wall as applicable
o Location and height of any sound barriers on the wall
o Location of any overhead signs near the wall
o Location of any roadway lighting near the wall
o Location of any drainage structures that will affect the wall
f) Any construction sequence requirements for the wall construction
g) Any architectural treatment required for the wall

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5.2.2 Items to Coordinate with the Roadway Designer

Once the initial request for a special design wall has been received, the following items should be
considered during coordination between the Bridge Office and roadway designer:
a) Right-of-Way: Right-of-Way and easement limits may be affected by the selected wall type.
b) Existing Structures: Surcharges from existing adjacent structures should be considered as
well as the impact of the wall on those structures.
c) Wall Termination Points: Termini for the wall should be selected to avoid construction and
right-of-way issues. A situation to consider is when there is an elevation difference between
the proposed top of wall and ground line at an end of the wall. In this case, the subsequent
slope wrapping around the front face of the wall may interfere with obstacles or boundaries.
d) Top of Wall Profile: The top of wall should be designed to present a smooth profile with no
sharp breaks, peaks or valleys. See DM 5.5.3.2.1 for guidance in establishing top of wall
profiles for any type abutment wall.
e) Drainage: Run-off water from behind the wall is typically collected in a paved ditch at the top
of the wall. An appropriate top of wall slope and ditch should be provided to allow the water
to drain to the ends of the wall. Consideration should also be given to where the water
outfalls and the volume of water that will be present.
f) Utilities: All utility locations near the proposed wall should be verified as both buried and
overhead utilities may conflict with wall construction. The wall footing should be set so that it
will not be influenced by any adjacent water line that may fail in the future.

5.2.3 Preliminary Wall Plans and Wall Foundation Investigation

The Bridge Office or consultant will use the information outlined in Section 5.2.1 to select the wall
type and prepare preliminary wall plans that consist of a plan view, elevation view and a typical
section. After the preliminary wall plans are approved by the Bridge Office, the Wall Foundation
Investigation (WFI) shall be requested.

5.3 Final Wall Plans

Final wall plans shall be developed based upon the recommendations previously approved and the
Wall Foundation Investigation. If the WFI reveals unexpected geotechnical conditions, the designer
shall submit a second wall recommendation, as necessary, to the Bridge Office for concurrence
prior to proceeding with final wall plans.
Based on the design option selected, the final wall plans shall be developed as described in the
following subsections.
Final wall plans presented in Section 32 of the plans shall be drawn at equal horizontal and vertical
scales

5.3.1 Final Plans for In-House Design

The final wall plans developed using the in-house design option shall include the following:
 Plan view including all relevant geometric data
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 Elevation view
 General notes
 Pile locations, if wall is associated with bridge
 A list of pay items and quantities
 Section view
 Weep hole/drain details for the relief of water pressure behind the wall
 Drainage details for adequate treatment of surface water behind the wall
 Waterproofing details
 Barrier details on top of wall and at face of wall
 Lighting details
 Overhead sign details
 Reinforcement schedule

5.3.2 Final Plans for Contractor Design

Final plans to be provided to the Contractor under the contractor design option shall include the
following:
 Plan view including all relevant geometric data
 Elevation view
 Location of vertical construction joints
 Pile locations, if wall is associated with bridge
 Typical sections
 Geotechnical design criteria including wall design parameters
 Barrier requirements
 Special loading, such as vertical loads from foundations adjacent to the walls
 Requirements for lighting, overhead sign structures and drainage structures.
 A list of pay items and quantities, as applicable

5.4 Staking for Retaining Walls on Construction

GDOT Standard Specification 149.3.03.D addresses the construction requirements in regards to
staking for retaining walls. Prior to approving the calculations and plans for contractor designed
walls, the reviewer shall have a letter from the contractor stating that the wall has been staked out
and that the field conditions match design assumptions.

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5.5 Special Considerations for Individual Wall Types

5.5.1 Gravity Wall

GDOT Standard 9031L outlines the use of a gravity wall under various front face and retained slope
conditions. The maximum height of a gravity wall in any case is limited to 10 feet.
It is not recommended to use a gravity wall adjacent to roadways or parking lots where it creates a
potential vertical drop for a vehicle. In this case, use a Type 2 side barrier wall as specified in
GDOT Standard 4948B or a parapet wall as specified in Construction Detail PW-1.

5.5.2 RC Cantilever Wall

Standards 4948B and 4948C, as well as Construction Detail PW-1 present three types of RC
cantilever walls that can be applied appropriately without design or review by the Bridge Office.
The maximum heights for these walls are presented in Table 5.5.2-1.
Table 5.5.2-1 Standard RC Cantilever Walls and Height Limits
Wall Type Maximum Height
Type 2 Side Barrier 12’-10”
Type 6 Side Barrier 10’-6”
Parapet Retaining Wall 14’-0”

When the in-house design option is used for an RC cantilever wall, it shall be designed and detailed
in accordance with AASHTO LRFD Specifications. The basic soil properties for design, such as unit
weight, angle of internal friction, coefficient of friction and bearing capacity should be provided in the
WFI report. The GDOT Bridge Cell Library may be used for final detailing.
Use of counter forts is allowed when it results in the most cost-effective design. RC cantilever wall
footings shall be embedded a minimum of 2 feet below the proposed ground line. In calculating the
passive resistance force at the face of the wall, this 2-foot soil layer shall be neglected to account
for potential disturbance in the future.

For Standard Specification projects, the Bridge Design Basic Drawings web page includes some
“Special Design Retaining Walls.” When these drawings are used, the plans must be reviewed by
the Bridge Office and require a Wall Foundation Investigation (WFI) to determine allowable bearing
pressure. These basic drawings include reinforcement details for different wall heights, but a
summary of quantities is still required along with a plan and elevation view, general notes, sections
and details, rebar tables, WFI information, etc.

5.5.3 MSE Walls

Contractor-designed MSE walls are governed by Section 627 of the GDOT Standard Specifications.
This specification covers the design and construction of MSE walls, and refers to Section 626 for
additional construction requirements. Contract drawings for MSE walls should be prepared in
accordance with these specifications.

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5.5.3.1 MSE Walls Detailing (General)

5.5.3.1.1 Wall Embedment
The minimum cover from the proposed ground line to the bottom of the wall (top of leveling
pad) shall be two feet. Increase the cover when required as follows:
 The top of leveling pad elevation shall be at least 2’ below the bottom of an adjacent
ditch. (see Figure 5.5.3.2.4-1)
 Where the proposed ground line slopes downward from the front face of the wall, the
top of leveling pad elevation shall be set to maintain a minimum 10’ berm in front of
the wall (see Figure 5.5.3.1.1-1).
 The top of leveling pad elevation shall be set at or below the level of adjacent utilities
such as water lines that may fail and scour the foundation in the future.

Figure 5.5.3.1.1-1 Berm in Front of Wall

5.5.3.1.2 Soil Characteristics
For LRFD project it is necessary to list the soil characteristics of both the foundation soils
and retained backfill material. List each separately on the contract drawings, even if they
are the same.
5.5.3.1.3 Maximum Back Slope
The maximum slope behind any retaining wall shall be 2 horizontal to 1 vertical.
5.5.3.1.4 Top of Wall Elevations
The top of wall elevation of all walls which retain sloping backfills shall be set to
accommodate a drainage ditch, such as the one presented in Construction Detail D-49 or a
larger ditch as drainage area requires. The V-shaped ditch intended for gravity walls shall
not be used. Ditch paving behind the wall is a roadway item, so it should be confirmed with
the roadway designer that this quantity is included on the roadway plans.
5.5.3.1.5 Avoiding Underground Utilities
Before using MSE walls on urban streets, the designer shall investigate to see if
underground utilities will interfere with the wall system and its modules or straps. In general,
MSE walls shall not be used in situations in which maintenance crews of the underground

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utilities will dig into the straps, mesh or modules. RC cantilever walls shall be used in these
instances.
5.5.3.1.6 Aesthetic Finishes
A note specifying a “plain finish” on MSE panels should be included in the General Notes for
the wall unless a specific architectural finish has been designated as an environmental
commitment or requested in writing by the Project Manager. The prescribed concrete finish
should be verified during the shop drawing review to assure compliance.
5.5.3.1.7 Graffiti Proof Coating
A note requiring that a graffiti proof coating be applied to the MSE panels shall be included
in the General Notes whenever the wall face will be visible to the traveling public.
5.5.3.1.8 Overhead Sign Foundations
Overhead sign foundations shall not be placed on the reinforced backfill of MSE walls.
5.5.3.1.9 MSE Wall Coping
There are 3 types of MSE wall copings available as follows (See Figure 5.5.3.1.9-1):
 Coping A: Basic coping without barrier
 Coping B: Coping with parapet and moment slab to be used adjacent to sidewalk
 Traffic Barrier, Type H: Coping with S-Type barrier and moment slab to be used
adjacent to traffic
For Coping B and Traffic Barrier H the overturning and sliding of the coping unit shall be
evaluated using a 10kip load, distributed to a maximum length equal to the joint spacing
in the moment slab, while the design of the concrete elements shall be based on TL-4
criteria as defined in LRFD A13.2-1, with the exception that Ft shall be set equal to
76kips to match current NCHRP interpretations of the Manual for Assessing Safety
Hardware (MASH) requirements.

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Figure 5.5.3.1.9-1 MSE Coping Sections

5.5.3.2 MSE Wall Detailing (Bridge Abutments)
5.5.3.2.1 Top of Wall Elevations Under Bridges
The top of wall elevation for walls directly in front of bridge abutments should be
approximately 1 foot above the bottom of the adjacent abutment.
5.5.3.2.2 Wall Profile Breaks
In cases where the abutment wall is a single plane placed parallel to the abutment, detail the
location of break points in the top of wall in such a way as to accommodate the wrap around
slopes above the wall. Break points at the top of the wall shall be located a minimum of 10’
beyond the wingwalls, measured perpendicular to the centerline of the bridge (see Figure
5.5.3.2.2-1).

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Figure 5.5.3.2.2-1 Shoulder Points of MSE Wall at Abutments

5.5.3.2.3 Offset from Back Face of Paving Rest
The minimum distance from the Back Face of Paving Rest to the front face of an abutment
wall shall be 6’-0”, measured normal to the wall.
5.5.3.2.4 Abutment Walls for Staged Bridge Construction
If an abutment wall will be constructed beneath a bridge being constructed in stages, a
vertical joint shall be detailed on the construction drawings at the stage line. This will
require the contractor’s wall design to provide a similar joint to accommodate differential
settlement between stages.
5.5.3.2.5 Additional MSE Backfill
At abutment walls the contractor is required to use MSE backfill material from the bottom of
the abutment cap to the base of the approach slab. This volume is bound in the horizontal
plain by the wingwalls, the abutment, and the back edge of the reinforced soil mass and
shall be quantified on the contract drawings as “Additional MSE Backfill”. Since the exact
width of the reinforced mass is determined by the contractor, the contract drawings should
assume that the distance from the back of abutment to back edge of reinforced soil is equal
to the design height of the abutment wall minus 6ft, or 11ft, whichever is greater. (see Figure
5.5.3.2.5-1).
In situations where abutments are placed above three sided wall structures, most of the
“Additional MSE Backfill” is negated by the volumes included in the panel area of walls
running parallel to the centerline of the bridge.
The “Additional MSE Backfill” quantity on the contract drawings shall also include material
required for undercut prescribed by the WFI.

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Figure 5.5.3.2.5-1 Typical Wall Abutment Detail

5.5.3.2.6 Erosion Protection for End Bents
When an MSE wall is used at the abutment, the area between the front face of the end bent
cap and the back face of the wall shall be detailed with 4-inch concrete slope paving. This
detail is used to prevent erosion or loss of fines due to concentrated water flowing in this
area. The plans should note that cost for this slope paving should be included in overall bid
submitted for the contract.
5.5.3.2.7 Water Line Encasement
When the bridge above the abutment wall includes a waterline, the designer shall include
the following note on the General Notes sheet:
UTILITY CASING - ENCASE EACH UTILITY WITHIN THE LIMITS OF THE
WALL BACKFILL IN A CONCRETE PIPE EXTENDING FROM THE BACK FACE OF THE BRIDGE
END WALL TO. 2'-0" BEYOND THE LIMIT OF THE MSE WALL BACKFILL MATERIAL. THE
PIPE SHALL BE SUPPLIED AND PLACED BY THE UTILITY OWNER DURING CONSTRUCTION OF THE WALL;
TAKE CARE NOT TO DAMAGE WALL MESH OR STRAPS.

The requirement for concrete casing in the above note shall not be overturned by the
engineer.
5.5.3.3 Calculation of Quantities
Walls constructed according to GDOT Standard Specification 627 are paid for per square foot of
wall face area. Wall face area shall be measured in vertical bands and paid for according to the
height range of that band, as shown in Figure 5.5.3.3-1. The height shall be measured from the
top of the leveling pad to the top of coping, gutter line, or top of side walk, depending on

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application. Additional payment for location of steps in the leveling pad is not allowed. Instead,
payment is restricted to the wall envelope area in the contract plans unless the envelope
changes due to field conditions.

Figure 5.5.3.3-1 Calculation of Wall Face Pay Item Quantities

5.5.4 Prefabricated Modular Wall

Prefabricated modular walls, such as Doublewal™ shall be procured using the contractor design
option as described in 5.1.2.3. GDOT Standard Specification 602 covers the use of Doublewal™,
meanwhile a Special Provision shall be required in the contract documents for other suppliers.

5.5.5 Modular Block Wall

Modular block walls, such as Keystone™ shall be procured using the contractor design option as
described in 5.3.2, and will require Special Provision 630 to be included with the contract
documents. Modular block walls should not be used to support roadway or in other situations
requiring a barrier at the top of the wall.
Modular block wall design height shall be limited to a maximum of 20 feet.

5.5.6 Soldier Pile Wall

Soldier pile walls up to 15 feet in height may be used when temporary shoring is undesirable due to
cost or right of way restrictions. These walls can be built from the top and wood lagging acts as the
necessary shoring prior to the installation of a concrete facing.
Soldier Pile walls shall be designed using the Coulomb’s method to determine active earth
pressure. A minimum of 2 feet of soil in front of the wall shall be neglected in the calculation of
passive resistance against the discrete support elements. This depth may need to be increased if
the ground line in front of the wall slopes down from the face.
Discrete support elements consist of rolled steel W or HP sections embedded in pilot holes filled
with concrete. Pilot hole section to be embedded under the proposed ground line (from the bottom
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of the hole to the bottom of the facing) shall be filled with class A concrete and reinforced with 8-#6
longitudinal bars confined by #4 stirrups spaced at 12”. The remainder of the pilot hole (from the
bottom of facing to the existing ground line) shall be filled with flowable fill without reinforcement.
A 12 inch thick cast in place concrete facing shall be attached to the rolled steel sections with shear
studs. The amount of front and back face reinforcement in the facing shall be determined neglecting
any support resistance provided by the temporary wood lagging. Wall facing shall extend 2 feet
below the proposed ground line at the face of the wall.
If a soldier pile wall is used as temporary shoring, the contractor is responsible for the design and
detailing.

5.5.7 Tie-Back Wall

Tie-back walls shall be procured using the contractor design option as described in 5.1.2.3. GDOT
Standard Specification 617 covers the use of tie-back walls. Permanent facing for tie-back walls
shall be cast-in-place concrete. Pneumatically applied concrete (shotcrete) will not be permitted.
Provide a minimum of 25ft of right of way behind a tie back wall face to accommodate anchor
placement. Actual anchor lengths are determined by the contractor's engineer.

5.5.8 Soil Nail Walls

Soil nail walls shall be procured using the contractor design option as described in 5.1.2.3 and will
require Special Provision 628 to be included in the contract documents.
Soil nail walls are subject to settlement, so they should not be used to support pavements or
structures. The shotcrete that is used to stabilize the soil face during the construction of a soil nail
wall is not an acceptable final finish for a permanent installation. An additional surface treatment
shall be specified on the final plans.
Soil Nails lengths should be assumed to be equal to the height of the wall plus 10ft for the purpose
of setting right of way limits. Actual nail lengths are determined by the contractor's engineer.

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Culverts - Contents
Culverts - Contents ....................................................................................................... 6-i
6.1 General ........................................................................................................................... 6-1
6.2 Culvert Sizing.................................................................................................................. 6-1
6.3 Standard Culvert Design ................................................................................................. 6-1
6.4 Required Notes for Culvert Plans .................................................................................... 6-2
6.5 Three-Sided or Bottomless Culverts ............................................................................... 6-3

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Culverts
6.1 General
Culverts for GDOT projects are normally sized by roadway/hydraulic designers and selected from
the GDOT Roadway Standards, so they are considered roadway items. When unusual
circumstances preclude the use of a standard culvert as listed in Section 6.3, a culvert shall be
designed in accordance with LRFD 12.11 or Standard Specification Section 6.

6.2 Culvert Sizing

Culvert sizes shall be determined following the methods as specified in the GDOT Drainage
Manual.

6.3 Standard Culvert Design

Whenever possible, the designer should use the pre-designed concrete culvert sections found in
the GDOT Roadway Standards, as listed in Table 6.3-1.
Table 6.3-1 GDOT Standard Culverts
Standard
Description
Number
Details For Extending Culverts (Raising Parapets or Lengthening Culverts 2' or
2312
less)
2317 Details for Extending Concrete Box Culverts
2318 Details for Extending Concrete Box Culverts With Skews below 75
Reinforced Concrete Box Culverts Quadruple 10' x 10'for Depths of Fill Up to 50
2319A
Feet
Reinforced Concrete Box Culverts Quadruple 10' x 10'for Depths of Fill Up to 50
2319B
Feet
Reinforced Concrete Box Culverts Double 10' x 8', 10' x 9', and 10' x 10' for
2320A
Depths of Fill Up to 50 Feet.
Reinforced Concrete Box Culverts Double 10' x 8', 10' x 9', and 10' x 10' for
2320B
Depths of Fill Up to 50 Feet.
Reinforced Concrete Box Culverts Double 10' x 8', 10' x 9', 10' x 10' for 45, 60
2320C
and 75 Deg Skews
Reinforced Concrete Box Culverts Double 10' x 8', 10' x 9', 10' x 10' for 45, 60
2320D
and 75 Deg Skews
Standard Reinforced Concrete Box Culvert Single 3FT x 2FT to Single 6FT x 6FT
2321
For Depths of Fill Up To 20 FT
Standard Reinforced Concrete Box Culvert Single 3FT x 2FT to Single 6FT x 6FT
2321
For Depths of Fill Up To 20 FT (Sheet 2)
Reinforced Concrete Box Culverts Single 4' x 6', Single 5' x 6' for Depths of Fill
2322
Up to 20 Feet.
2323 Reinforced Concrete Box Culverts Single 7' x 4' To Single 9' x 10' for Depths of

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Fill Up to 20 Feet. (2 sheets)

Reinforced Concrete Box Culverts Single 10' x 4' Thru Single 10' x 12' for Depths
2324
of Fill Up to 20 Feet. (2 sheets)
Reinforced Concrete Box Culverts Double 3'x 2'6'' To Triple 6' x 6' for Depths of
2325
Fill Up to 20 Feet. (2 sheets)
Reinforced Concrete Box Culverts Double 7' x 4' To Triple 9' x 10' for Depths of
2326
Fill Up to 20 Feet. (2 sheets)
Reinforced Concrete Box Culverts Double 10' x 4' To Triple 10' x 12' for Depths of
2327
Fill Up to 20 Feet. (2 sheets)
Reinforced Concrete Box Culverts Single 3' x 2' To Triple 6' x 6' for 75, 60 and 45
2328
Skews (3 sheets)
Reinforced Concrete Box Culverts Single 7' x 4' To Triple 9' x 10' For 75, 60, and
2329
45 Skews (4 sheets)
Reinforced Concrete Box Culverts Single 10' x 4' To Triple 10' x 12' for 75, 60,
2330
and 45 Skews (4 sheets)
Reinforced Concrete Box Culvert Wingwalls and Parapets Quantities Single 3' x
2331
2' To Triple 10' x 12' For 75, 60, and 45 Skews
Concrete Box Culvert Aprons, Baffles and Inlet Beveling Detail and Adjacent Box
2332
Culvert Joint Detail (2 sheets)
2530P Precast Box Culvert Barrels 4 x 3 Thru 10 x 10 Single and Multiple Lines
2535P Precast Box Culvert Ends - Wingwalls, Parapets Toewalls and Aprons

6.4 Required Notes for Culvert Plans

The notes presented below shall be included in all project plans containing culverts in order to
minimize concrete cracking that tends to occur when culverts settle. The minimum earth cover and
location of construction joints presented in these notes are not specified uniformly in the GDOT
Standard Specifications or pre-designed concrete culvert sections found in the GDOT Roadway
Standards.
With concurrence between the Office of Construction and the Bridge Office, these notes should be
placed in a prominent position on plan sheets containing box culvert details. The recommended
location for the following notes is on each drainage cross section sheet where a box culvert is
included:
BOX CULVERT REQUIREMENTS:
MINIMUM FILL HEIGHT FROM TOP OF CULVERT TO BOTTOM OF BASE WITHIN
TRAVELWAY SHALL BE 12 INCHES.
MAXIMUM POUR LENGTH SHALL NOT EXCEED 30 FEET ALONG THE LENGTH OF THE
CULVERT.
TRANSVERSE CONSTRUCTION JOINTS SHALL BE PLACED IN THE BARREL, NORMAL
TO THE CENTERLINE OF CULVERT, AT THE OUTSIDE SHOULDER BREAK POINTS.
LONGITUDINAL BARREL REINFORCING STEEL SHALL NOT BE CONTINUOUS

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THROUGH THESE JOINTS, PROVIDED THAT THE JOINTS ARE MORE THAN 15 FEET
FROM THE BARREL ENDS.
WHEN TRANSVERSE CONSTRUCTION JOINTS OCCUR WITHIN 15 FEET OF THE
BARREL ENDS OR WITHIN THE LIMITS OF THE PAVEMENT, THE LONGITUDINAL
BARREL REINFORCING SHALL THEN BE CONTINUOUS THROUGH SUCH JOINTS. THE
MINIMUM LENGTH OF LAP SPLICE FOR LONGITUDINAL REINFORCING SHALL BE 24
INCHES.
TRANSVERSE CONSTRUCTION JOINTS PLACED AT ANY OTHER LOCATION NOT
SPECIFIED ABOVE SHALL BE FORMED WITH NO LONGITUDINAL REINFORCING STEEL
PASSING THROUGH THE JOINTS.

6.5 Three-Sided or Bottomless Culverts

A bottomless culvert is allowed only when no other practical solution, such as a bridge or standard
box, will satisfy the project requirements. This may occur when the only way to obtain an
environmental clearance is through the use of a bottomless culvert. In this case, the detailed plans
for the bottomless culvert must be included in the contract documents. The provisions for the sizing
of bottomless culverts are outlined in the GDOT drainage manual.
The foundation design for the bottomless culvert must be included in culvert details and stamped by
a registered Georgia Professional Engineer. In addition, the foundation design must detail how the
bottomless culvert foundation will be protected from scour. Rip-rap is not considered satisfactory for
protecting a spread footing from scour. Footings must be keyed into solid rock or founded on piling
embedded well below the scour line.

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Miscellaneous Structures - Contents

Miscellaneous Structures - Contents ............................................................................ 7-i
7.1 Temporary Detour Bridges .............................................................................................. 7-1
7.1.1 Temporary Detour Bridge Length ............................................................................. 7-1
7.1.2 Temporary Detour Bridge Elevations ....................................................................... 7-2
7.1.3 Temporary Detour Bridge Location .......................................................................... 7-2
7.1.4 Temporary Detour Bridge Width............................................................................... 7-3
7.2 Pedestrian Bridges.......................................................................................................... 7-3
7.3 Support Structures for Signs, Signals and Lights ............................................................ 7-3
7.3.1 Standard Supports ................................................................................................... 7-3
7.3.2 Strain Poles on Bridges ........................................................................................... 7-4
7.4 Sound Barriers ................................................................................................................ 7-4

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Miscellaneous Structures
7.1 Temporary Detour Bridges
Temporary detour bridges are used to facilitate the construction of a project and are intended to be
removed upon either completion of the entire project or at a particular project stage. Temporary
detour bridges are generally used for stream crossings, but they might be utilized for grade
separations or railroad crossings. GDOT Standard Specification 541 addresses the materials,
design, construction, maintenance, removal and payment for detour bridges.
Site specific hydraulic studies play an important role in design of detour bridges at stream
crossings. See GDOT Drainage Manual Chapter 14 for design criteria governing detour bridges.

7.1.1 Temporary Detour Bridge Length

1) Compare the stream velocities between the natural (unconstricted) stream and the existing
bridge opening. If the existing bridge velocities are less than approximately 2.0 times the
natural (unconstricted) velocities and there are no visible signs of scour at the existing
bridge, then consideration can be given to having a temporary detour bridge length less than
the existing bridge. The detour bridge length should be minimized. A temporary detour
bridge length approximately 2/3 the length of the existing bridge length (typically a good first
iteration) should be considered – though this must be analyzed, verified and refined if
necessary. A temporary detour bridge length less than the existing bridge will act as a
constriction and will tend to increase backwater upstream of the bridge. The temporary
detour bridge length should remain large enough so that it will not induce:
a) Design-year velocities through the temporary detour bridge opening which are more than
approximately 2.0 times the natural (unconstricted) stream velocities unless:
i. The temporary detour bridge length matches the existing bridge length, or
ii. The streambed is comprised of a scour-resistant material
b) An increase in the design-year backwater more than 1.0 ft. above the existing bridge
conditions
2) If the existing bridge velocities are greater than approximately 2.0 times the natural
(unconstricted) stream velocities or there are visible signs of contraction or local scour at the
existing bridge, then the temporary detour bridge shall be the same length* as the existing
bridge. *See note 5 below.
3) The length of the temporary detour bridge shall be long enough to ensure that the toe of
slopes of the bridge be a minimum 10.0 ft. from the top of banks of the main channel. This
buffer zone is needed for erosion control measures.
4) Temporary bridges should be studied in incremental lengths divisible evenly by 20.0 ft.
5) While unlikely, it is possible that a temporary detour bridge can be longer than the existing
bridge. This scenario could arise as a result of extreme or unusual hydraulic circumstances.
The designer and the Department should be in agreement before specifying a detour bridge
longer than the existing bridge.

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7.1.2 Temporary Detour Bridge Elevations

1) If the temporary detour bridge length is to be the same as the existing bridge length, then
the low member of the temporary detour bridge shall clear the design-year (10-year or 2-
year) flood stage elevation of the existing bridge (constricted) condition by approximately 1.0
ft.
2) If the temporary detour bridge is to be shorter than the existing bridge, additional backwater
may be generated. In this situation, there are several factors which should be considered:
a) The design-year (10-year or 2-year) flood stage upstream of the bridge should not be
increased by more than 1.0 foot. Examine the area just upstream of the bridge. If there
are homes, businesses, property, etc. which would be impacted by raising the flood
stage upstream of the temporary bridge, then the temporary detour bridge length should
be as long as the existing bridge.
b) If there are no properties upstream of the temporary detour bridge which could be
impacted by a rise in the design year flood stage, then the superstructure (low steel) of
the temporary detour bridge elevation shall be set to clear the design-year (10-year or 2-
year) flood stage elevation induced by the temporary detour bridge constriction by
approximately 1.0 ft. This rise should not exceed 1.0 ft. This rise should be limited so
that it does not generate velocities more than approximately 2.0 times the natural
(unconstricted) stream velocities unless streambed geology permits.
3) Streambed geology should be considered. If the streambed is comprised of a scour-
resistant material, velocity increases greater than approximately 2.0 times the natural
(unconstricted) conditions might be inconsequential. Therefore, in these geologic conditions,
the bridge length could possibly be reduced more than with a sandy stream bed. However,
the maximum 1.0 ft. increase in backwater should still be observed.
4) Temporary detour roadway geometrics – specifically profiles – should be considered when
setting the elevation of the temporary detour bridge.

7.1.3 Temporary Detour Bridge Location

1) It is recommended that unless other considerations exist (environmental, right-of-way,
buildings (or other structures), utilities, roadway geometry, channel geometry, etc.), the
temporary detour bridge be located downstream of the existing bridge. This should ensure
that, in the event that the temporary detour bridge is breached during a design flood, its
failure will not result in the loss of the existing bridge or the proposed bridge.
2) For 2-lane bridges, the centerline to centerline distance of the temporary detour bridge to
the existing bridge should be a minimum of 50 ft. This offset should ensure the
constructability of the temporary and permanent bridge as well as the temporary and
permanent roadway. At the engineer’s discretion in spatially-constrained situations, this
offset distance can be reduced to as little as 42 ft.
3) It should be assumed that the temporary detour bridge be centered about the stream
channel and/or aligned with the existing bridge.

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7.1.4 Temporary Detour Bridge Width

The detour bridge width shall accommodate the number and width of lanes shown in the roadway
detour plans. The minimum lane widths for detour bridges are typically 11 feet for interstate detours
and 10 feet for non-interstate detours. The minimum clearance from edge of travelway to traffic
barrier is 2 feet.

7.2 Pedestrian Bridges

Pedestrian bridges are structures which primarily carry pedestrian and/or bicycle traffic. The
Americans with Disabilities Act (ADA) requires that no grade be steeper than 1:12 (8.33%) for
structures that carry pedestrian traffic.
For LRFD projects, the design of these structures shall be in accordance with the following:
• AASHTO LRFD Bridge Design Specification, 6th Edition, and
• LRFD Guide Specifications for Design of Pedestrian Bridges, 2nd Edition.

For Standard Specification projects, the design of these structures shall be in accordance with the
following:
 AASHTO Standard Specifications for Highway Bridges, 17th Edition, and
 AASHTO Guide Specifications for Design of Pedestrian Bridges, 1997.

Projects containing pedestrian bridges may have very specific architectural requirements.
Coordination with the GDOT Project Manager is necessary prior to commencing work on this
structure type.

7.3 Support Structures for Signs, Signals and Lights

7.3.1 Standard Supports

Whenever possible, the roadway designer should use GDOT standard supports as listed in Table
7.3.1-1. Structures not addressed by these standards are designed by the contractor in accordance
with the AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires
and Traffic Signals. The contractor is required to submit shop drawings for approval by the Bridge
Office.
Table 7.3.1-1 GDOT Standard Supports
Standard/Detail
Description
Number
4030 Details of Galvanized Metal Circular Guardrail for Protection of R.R. Signs
9023A Railroad Grade Crossing Signs and Markings
Railroad Grade Crossing – Railroad Signing and Marking at Crossing with
9024A
RR Signals and/or Gates
Assembly Details on Aluminum Bolted Extruded Panels for Special
9041
Roadside Signs
9042 Aluminum Bolted Extruded Panels Assembly Component Details (For

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Special Roadside Signs)

Erection and Foundation Details for Special Roadside Signs - Breakaway
9054A
Type Posts
Erection and Foundation Details for Special Roadside Signs - Breakaway
9054B
Type Posts
Erection and Foundation Details for Special Roadside Signs - Breakaway
9054C
Type Posts
Erection and Foundation Details for Special Roadside Signs - Breakaway
9055
Type Posts (Wood) (To be used only where specified)
T03c Details of Strain Pole Erection for Overhead Signs
T03d Details of Timber Pole Erection for Overhead Signs
TS-04 Details of Metal Traffic Signal Support Structures
TS-05 Details of Concrete Traffic Signal Strain Poles
TS-06 Details of Strain Poles and Mast Arm Pole Foundations
TS-07 Grounding Details for Overhead Span Wire Signs and Traffic Signals

7.3.2 Strain Poles on Bridges

Overhead lane signs are sometimes needed over bridges with turn lanes. These signs are attached
to tensioned wires supported by Type I, II or III strain poles, as specified in the GDOT Standard
Specification 639. Whenever possible, these strain poles shall be stand-alone structures with their
own foundation. However, in some urban areas there is not an appropriate place to locate a strain
pole on the ground and therefore a strain pole must be mounted on the bridge. When this situation
occurs, only steel strain poles shall be used and supported on the bridge substructure, not the
superstructure. Both of the poles in the pair shall be located at the same bent and the cables
attached to the poles shall be parallel to the bent, in order to keep all loads in the plane of the bent.
Since anchor bolts for strain poles are typically 54 inches long, through-bolts are necessary on caps
less than 57 inches deep.
Type IV strain poles supporting cable or mast-arm mounted traffic signals are generally not allowed
on bridges.

7.4 Sound Barriers

A sound barrier is a structure erected to attenuate noise created by traffic. It consists of rolled steel
section posts supporting wall panels made of various materials. The posts are embedded in a
concrete shaft or mounted with bolted base plates to footings, traffic barriers or retaining walls.
Whenever possible, the roadway designer should use GDOT standard sound barriers as listed in
Table 7.4-1. Structures not addressed by these standards are designed by the contractor in
accordance with Chapter 15 of the AASHTO LRFD Bridge Design Specifications. Vehicular collision
forces defined in LRFD 15.8.4 may be ignored. The contractor is required to submit shop drawings
for approval by the Bridge Office.

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Table 7.4-1 GDOT Standard Sound Barrier Details

Detail Number Description
N-1A Foundation and Post Details
N-1B Foundation and Post Details
N-2 Details at Concrete Side Barrier
N-3 Spread Footing Alternate for Sound Barrier Wall
N-4 Sound Barrier, Type B, Interlocking Steel Panels
N-5 Sound Barrier, Type C, Precast Concrete Panels
Sound Barrier, Type F, Glass Reinforced Thermo Composite Panels Filled
N-6
with Recycled Tire Rubber
N-7 Sound Barrier, Type G, Precast Autoclaved Aerated Concrete Panels

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Intentionally Left Blank

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Final Plan Revisions, Shop Drawings, and As-Builts -

Contents
Final Plan Revisions, Shop Drawings, and As-Builts - Contents ................................... 8-i
8.1 Final Plan Revisions and Re-Designs ............................................................................. 8-1
8.1.1 Revisions and Amendments .................................................................................... 8-1
8.1.2 Plan Changes and Revisions during Construction ................................................... 8-2
8.2 Shop Drawings ............................................................................................................... 8-3
8.2.1 Shop Drawing Review.............................................................................................. 8-4
8.2.2 Metal Deck Forms .................................................................................................... 8-5
8.2.3 Bearing Pads ........................................................................................................... 8-5
8.2.4 PSC Beams ............................................................................................................. 8-5
8.2.5 Detour Bridges ......................................................................................................... 8-6
8.2.6 Steel Beams ............................................................................................................ 8-7
8.2.7 Post Tensioned Members ........................................................................................ 8-7
8.2.8 Contractor-Designed Walls ...................................................................................... 8-7
8.2.9 Contractor-Designed Sign Supports......................................................................... 8-7
8.2.10 Miscellaneous Shop Drawings ................................................................................. 8-8
8.3 As-Built Foundation Information Sheet ............................................................................ 8-8

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Final Plan Revisions, Shop Drawings, and As-Builts

8.1 Final Plan Revisions and Re-Designs

8.1.1 Revisions and Amendments

8.1.1.1 Revisions Prior To Letting
Use the following procedure when revising plans after they have been signed by the Chief
Engineer:
a) Check with the Project Manager to find out whether the plans can be revised. If they can,
revise the plans and transmit them to the Project Manager.
b) If the plans cannot be revised, the designer, in consultation with the Assistant State Bridge
Engineer shall prepare an amendment listing the required changes. This amendment will be
provided to the Office of Bidding Administration by the Assistant State Bridge Engineer.
Revised quantities can be changed prior to the advertisement (4 weeks prior to the letting), but
after the plans are in the hands of the public, the original quantity can only be lined through with
the new quantity written in adjacently.
8.1.1.2 Amendments
8.1.1.2.1 General
Once a project has been let, amendments to the contract must be posted to the plans.
Amendments should not be posted until the project has been awarded or rejected.
8.1.1.2.2 For Rejected Projects
If the project is rejected, the amendments should be made as soon as possible so that they
will be in the plans when the project is re-bid. The amendments should be marked as
revisions, and any other revisions should be made at this time. The Group Leader should
make sure that the revisions are posted before the plans are re-advertised.
8.1.1.2.3 For Awarded Projects
If the project is awarded, all changes to the plans which are included in the amendments
should be made when a copy of the amendments is received from the Office of Bidding
Administration. Changes should be made exactly as shown in the amendment. These
changes should be marked as revisions, with the notation “Per amendment” in the Revision
box. No other changes should be transmitted with these revisions. If any other changes to
the plans are needed, the changes due to the amendments should be transmitted, then, at a
later date, any other revisions should be processed. In the transmittal letter for the
amendments, include the comment “As per amendments” and attach a copy of the
corresponding amendments to the transmittal. This is to ensure that everyone understands
that the changes to plans are actually already part of the contract since they were issued as
an amendment.
When transmitting contract drawings, the designer should fill in the sheet number and total
number of sheets located in the top right hand corner of each revised sheet.

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8.1.1.3 Revisions after Letting (“Use on Construction” Revisions)

Use the following procedure when revising plans on projects let to contract:
a) Revise quantities in the Summary of Quantities or detail sheets by lining through the
previous quantity and placing the new quantity adjacent to that.
b) Identify the revision by a symbol, typically a triangle with the revision number inside.
c) Denote the revision date and comment in the revision box.
d) Fill in the sheet number and total number of sheets located in the top right hand corner of
each revised sheet.
e) Revisions on projects indicated as Full Oversight or PoDI (Project of Division Interest) must
be cleared by the FHWA before being finalized. It should be noted in the transmittal letter
that the revision has been discussed with the FHWA.
f) Do not change the character of the work without consulting with the Office of Construction
concerning a Supplemental Agreement.
g) The transmittal letter should contain brief statements of the changes. The transmittal should
indicate any pay items for which the quantities changed.
h) Revisions made to agree with shop drawings should be stated as such on the transmittal
letter.

8.1.2 Plan Changes and Revisions during Construction

8.1.2.1 General
Once a Contract has been awarded, any bridge plan changes or revisions shall be coordinated
with the Office of Construction or the GDOT field engineer in charge of the project. This policy
must be carefully followed to minimize conflicts among material suppliers, contractors, GDOT
personnel and other interested parties. Since the Districts are responsible for administering
construction contracts, any revisions or changes affecting the contract must be coordinated with
the District Construction Office.
When the Contractor’s redesign is approved, full-size prints shall be obtained. The Contractor
should put a title block in the upper right corner of the plans and use sheet numbers as shown in
the roadway plans, when practical. If the Plan and Elevation (P&E) sheet for the bridge was
roadway sheet 64 of 135, then the redesign sheets would be 64A, 64B, etc. If only the beam
design is changing, then use the sheet number of the beams. The revised sheets shall be sent
to the Office of Design Policy and Support for inclusion in the record set of plans.
8.1.2.2 Contractor Redesign by Specifications
Contractor redesigns in accordance with the GDOT Standard Specifications, as described in the
following sections, do not require the approval of the Office of Construction
8.1.2.2.1 Reinforced Concrete Deck Girders
When the contract plans feature RCDGs, contractors may submit a re-design utilizing either
pre-stressed concrete stems or Type I Mod beams in accordance with GDOT Standard
Specification 542. The GDOT engineer shall verify the structural adequacy of the re-design
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and that all hydraulic requirements of the initial design are met before approving the
submittal.
8.1.2.2.2 Welded Wire Fabric
GDOT Standard Specification 865 allows the substitution of welded wire fabric (WWF) for
rebar in PSC beams, but does not address substitutions in other structural elements. It is the
policy of the Bridge Office to allow such substitutions as long as the WWF will provide an
area of steel equal to the plan value in each direction. No reduction in area will be allowed
based on higher strength of WWF.
Lap and development lengths for such substitutions shall comply with AASTHO Standard
Specifications 8.32.5.1 and 8.32.5.2 or LRFD 5.11.6.2, as applicable. In either case, the
design yield strength of WWF should be assumed to be 60 ksi, regardless of the yield
strength of the material to be substituted.
8.1.2.3 Other Contractor Redesigns
Proposals by the Contractor to revise the project for efficiency, cost savings or other
considerations are subject to approval by the Office of Construction with a review performed by
the Bridge Office as necessary. In all communications with the Contractor during the review
process, the designer shall keep the GDOT field engineers informed and coordinate with the
liaisons of the Office of Construction. All proposed changes originating with material suppliers
or fabricators must be submitted by the Contractor.
8.1.2.4 Revisions for Errors and Field Conditions
When the contract plans need to be modified, the following actions shall be taken depending on
the cause of the error:
a) Construction Errors: When the Contractor makes an error during construction, the
Contractor shall propose a solution to be approved by the Department. Department
personnel should not offer solutions to the Contractor. Any damages or reduction in
payment are negotiated by the Office of Construction.
b) Design Errors: When there is an error on the plans, the Department will typically propose
corrections.
c) Field Conditions: When unexpected conditions are encountered that force a change to the
design, the solution should be found through cooperation with all parties.
Any revisions made for the above conditions shall be coordinated with the State Bridge
Construction Engineer or the GDOT field engineer in charge of the project. The revision of the
plans shall be made as specified in Section 8.1.1.3. The revised sheets shall be sent to the
Project Manager for distribution as a “Use On Construction” revision.

8.2 Shop Drawings

Shop drawings are required as specified in GDOT Standard Specification 105.02. Items requiring
shop drawings include metal deck forms, bearing pads, PSC beams, steel beams, detour bridges,
cofferdams, fencing, handrail, other types of bearings, etc. The shop drawings should be submitted
by the Contractor, not directly from the fabricator. If the designer receives drawings from the
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fabricator, the Contractor must be notified and a review will not commence until a letter covering the
drawings is received from the Contractor.

8.2.1 Shop Drawing Review

8.2.1.1 Timeliness of Review
Because the fabricator must have the plans approved before starting fabrication, shop drawing
approvals are time critical, so reviews should be prompt (typically within two weeks). The
designer shall keep a shop drawing log showing the date of the submittal to the Bridge Office,
date of return to the Contractor and an indication of approval or exceptions to the shop
drawings.
8.2.1.2 Professional Engineer’s Stamp for Design Changes
Shop drawings shall be stamped and signed by a Georgia Professional Engineer when a design
change is made from the contract plans.
8.2.1.3 Shop Drawing Compatibility
In addition to evaluating the compliance of each shop drawing submittal, the designer should
ensure that no conflicts occur with other shop drawings or the contract drawings. Potential
areas of conflict include the following:
 beams and deck forms
 beams and diaphragm holes
 handrail post spacing on the shop drawings and the insets for post on the bridge plans
8.2.1.4 Conditional Approval
The reviewer shall not provide conditional approval for shop drawings or mark them “Approved
as Noted”. If changes are minor the reviewer may allow corrected sheets to be substituted so
that the entire set can then be approved.
8.2.1.5 Stamping of Drawings
The reviewer shall stamp every page of each copy of approved shop drawings. When shop
drawings are to be revised, the reviewer may stamp only those sheets requiring revision. Only
the first sheet of design calculations needs to be stamped.
8.2.1.6 Distribution
See Section 1.6.9.2.4 for distribution of shop drawings that have been reviewed.
8.2.1.7 Shop Drawing Log
The designer shall keep a shop drawing log showing the date of the submittal to the Bridge
Office, date of return to the Contractor and an indication of approval or rejection.
8.2.1.8 Record Keeping
All original shop drawing transmittal letters, both “in” and “out” shall be sent to the General Files.
This should be done by including the original letter with the sets of drawings provided to the
office clerk for transmittal. All other parties shall get photocopies of these letters.

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8.2.1.9 Consultant Review

Shop drawings reviewed by consultants must be sent through the Bridge Office which will also
stamp them after the consultant’s review. Fabrication is not allowed to proceed without a Bridge
Office approval stamp.

8.2.2 Metal Deck Forms

8.2.2.1 Professional Engineer’s Stamp
Metal deck form shop drawings must include the stamp of the registered Georgia P.E.
responsible for the design.
8.2.2.2 Key Review Items
Metal deck form shop drawings indicating intermediate supports between beams shall not be
approved.
Metal deck forms shall have a minimum of 1” of bearing on the support angle at each end, as
specified in GDOT Standard Specification 500.08.E.10.
The reviewer shall ensure that the gauge of steel shown on the shop drawings matches the
design calculations and that the calculated deflection does not exceed the allowable limits.
For continuous steel beams, there shall be no welding between the hangers and the flange at
the locations where the top flange is in tension under any loading condition. Therefore, the
shop drawing shall indicate that straps connecting these hangers across the top flange are
provided at these locations which should be clearly indicated on the plans.
8.2.2.3 Submittal to the Office of Materials
Approved shop drawings for metal deck forms are not required to be forwarded to the Office of
Materials.

8.2.3 Bearing Pads

Bearing pads located farther than 40 feet from a fixed bent shall be redesigned when the contractor
replaces RCDGs with Type I Mod PSC beams. The reviewer shall ensure the shop drawings match
with the bearings in the redesigned bridge plans.
Approved shop drawings for bearing pads shall be forwarded to the Inspection Branch Chief at the
Office of Materials.

8.2.4 PSC Beams

8.2.4.1 PE’s Stamp on Modified Beam Drawings
PSC beam shop drawings may contain slight modifications from the contract drawings to aid in
the fabrication process. As long as these modifications do not change the stress distribution in
the PSC beam from the original design, the Contractor does not need to submit calculations and
no PE stamp is required.
Sometimes PSC beams in shop drawings are modified from one hold-down to two to reduce the
hold-down force. If there are no other changes in the beam design, the Contractor will not be

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required to submit redesign calculations provided that the new hold-downs are no more than 3’-
0” from the mid-point of the beam.
When the modifications change the stress distribution from the original design, the Contractor
shall submit design calculations along with a set of beam drawings, stamped by a registered
Georgia PE, to be included in the record set of plans.
8.2.4.2 Fabrication Length
The reviewer shall verify the fabrication lengths which may be slightly different from the plan
lengths. The fabrication length accommodates elastic shortening, grade adjustments, concrete
shrinkage, epoxy coating end treatments, etc.
8.2.4.3 Strands and Stirrups
The arrangement of straight and draped strands shall be verified to ensure no conflict with either
diaphragm holes or dowel bar chases. The middle strands in the top flange may be shifted to
be located between the stirrups.
Stirrups shall be detailed outside the strands in the web.
8.2.4.4 Embedded Elements
PSC beam shop drawings shall correspond with the metal deck form shop drawings since the
clips must be located correctly on the beams in order for the deck forms to be installed.
Inclusion of overhang brackets shall be verified on exterior beams.
For safety rail supports, it is acceptable to use a reinforcing bar embedded in the beam at the
rail post locations. This bar should be cut off or bent into the deck steel after the safety rail is no
longer needed. It is not acceptable to detail pipes in the top of a PSC beam to support safety
railing posts. This is not acceptable since these pipes may hold water which freezes and causes
splits in the beam.
Lifting loops shall be adequately embedded near the girder ends. The lifting loops shall extend
through the girder to within 4” of the bottom so that the weight of the girder will not cause
tension stresses at the junction of web and top flange. The location of the lifting loops shall
comply with the contract drawings.
8.2.4.5 Minimum Release Time
PSC beam shop drawings shall specify a strand release time of no less than 18 hours to comply
with the GDOT Standard Specifications.
8.2.4.6 Submittal to the Office of Materials
Approved shop drawings for PSC beams should be forwarded to the Concrete Branch Chief at
the Office of Materials.

8.2.5 Detour Bridges

The detour bridge shall be designed by the Contractor and the shop drawings shall be stamped by
a registered Georgia Professional Engineer. When the Contractor submits a new detour bridge
design, the Bridge Office encourages that the design be in accordance with AASHTO LRFD

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Specifications to ensure its long term viability. However, the current GDOT policy allows for
designs in accordance with the AASHTO Standard Specifications.
The reviewer shall verify the design of the detour bridge including compliance with the plans for
length, width and minimum bottom of beam elevation.
There are pre-approved detour bridge designs owned by some bridge contractors. Since the shop
drawings for these bridges have been previously reviewed and accepted by the Bridge Office, the
Contractor is not required to submit the shop drawings but the reviewer may request them. The
reviewer shall still verify whether the overall size of the bridge matches the contract plans and if the
pile types and sway bracing comply with the height requirements on the pre-approved drawings.
Approved detour bridge shop drawings are not required to be forwarded to the Office of Materials.

8.2.6 Steel Beams

When a steel beam design is modified by the Contractor from the original design, the Contractor
shall submit design calculations along with a set of beam drawings, stamped by a registered
Georgia Professional Engineer.
Approved shop drawings for all steel structures including plate girders, welded continuous rolled
beams and pot bearings shall be forwarded to the Inspection Branch Chief at the Office of Materials
and to the Office of Design Policy and Support for inclusion in the record set of plans.

8.2.7 Post Tensioned Members

Approved shop drawings for post-tensioned members shall be forwarded to the Office of Design
Policy and Support for inclusion in the record set of plans. Design calculations for the post-
tensioning operation shall be retained in the bridge design files.

8.2.8 Contractor-Designed Walls

Contractor-designed wall shop drawings shall be stamped by a registered Georgia Professional
Engineer. The reviewer shall ensure the shop drawings comply with plan requirements including
finish and graffiti proof coating. Prior to approving the calculations and plans, the reviewer shall
have a letter from the contractor stating that the wall has been staked out and that it fits the site.
See Section 149.3.03.D of the Standard Specifications.
Approved shop drawings shall be forwarded to the Office of Design Policy and Support for inclusion
in the record set of plans. It is not necessary to forward approved wall shop drawings to the Office
of Materials.

8.2.9 Contractor-Designed Sign Supports

Contractor-designed sign support shop drawings shall be stamped by a registered Georgia
Professional Engineer. The reviewer shall ensure the shop drawings comply with plan
requirements.
Approved shop drawings shall be forwarded to the Office of Design Policy and Support for inclusion
in the record set of plans. It is required to forward approved sign support shop drawings to the
Inspection Branch of the Office of Materials.

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8.2.10 Miscellaneous Shop Drawings

Shop drawings for miscellaneous items such as fencing, shoring, and cofferdams are not required,
but will be reviewed if submitted.
Shoring plans requiring railroad approval shall be submitted directly to the railroad once they have
been approved by the Bridge Office.

8.3 As-Built Foundation Information Sheet

Each set of bridge plans shall include an As-Built Foundation Information sheet. This sheet will
include spaces for field personnel to record the tip elevations of all piles, top and tip of caisson
elevations, the bottom of footing elevations and the bottom of seal elevations. For pile footings, a
schematic should be included, with the piles numbered left to right, then back to ahead.
As-Built Foundation Information sheets shall be completed by the GDOT Project Engineer and
returned to the Bridge Office. This information shall be incorporated in the design files and a revised
sheet will be transmitted as specified in Section 1.6.9.2.4. This information is important for long-
term evaluation of the structure.
Information collected during data pile driving may be sent to the Bridge Office by mistake. It should
be forwarded to the Geotechnical Bureau of the Office of Materials.

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Seismic Design Guidelines - Contents

Seismic Design Guidelines - Contents .......................................................................... 9-i
9.1 Standard Specification Design ........................................................................................ 9-1
9.2 LRFD Specification Design ............................................................................................. 9-1
9.2.1 General .................................................................................................................... 9-1
9.2.2 Sesimic Design Procedures ..................................................................................... 9-2
9.2.3 Sesimic Detailing Requirements .............................................................................. 9-4
Appendix 9A – Seismic Category B for Standard Specification .................................................. 9-6
Appendix 9B - Typical Seismic Detailings .................................................................................. 9-7

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Seismic Design Guidelines

9.1 Standard Specification Design

Bridges shall be designed for Seismic Category A except for bridges in the portion of Georgia
where the Acceleration Coefficient is greater than 0.09, where bridges shall be designed for
Seismic Category B (Figure 9A-1 in Appendix 9A). A typical design for Category B bridges would
use the analysis program SEISAB and then run North Carolina's version of BRPIER to consider the
seismic forces.
Support length requirements for Categories A or B can be fulfilled using the cap dimensions, not
just the bearing pad dimensions.
When a project calls for widening a bridge in a Category B region where the existing structure was
originally designed for Category A, the widened portion shall be designed for Category B.

9.2 LRFD Specification Design

9.2.1 General
Seismic design of bridges shall be performed in accordance with the LRFD 3.10, LRFD 4.7.4 and
LRFD 5.10.11. Based on the design earthquake and subsurface soil condition at the bridge site, the
seismic performance zone and subsequently the design procedure shall be determined.
Seismic hazard at a bridge site could be characterized by the design response spectrum that is
established using the general procedure or site-specific procedure, as specified in LRFD 3.10.2.
The seismic performance zone and the long-period acceleration coefficient, SD1, shall both be
indicated in the Design Data section of the General Notes sheet.
9.2.1.1 Site Class
Site class, from A to F, at the bridge location shall be determined based on the soil type and
properties of the upper 100 feet of the soil profile, as specified in LRFD 3.10.3.1. It will be
determined by the Geotechnical Bureau and provided on the Bridge Foundation Investigation
(BFI) report.
For site class A through E, the seismic performance zone and design response spectrum can
be determined using the general procedure as specified in LRFD 3.10.2.1. Site class F requires
the site-specific procedure, as specified in LRFD 3.10.2.2, to determine seismic performance
zone and to establish design response spectrum.
9.2.1.2 Design Earthquake Parameters
The LRFD Specifications provide the design earthquake parameters in the maps in LRFD
3.10.2.1, which will be used to determine the seismic performance zone and the design
response spectrum of the bridge site. Using the geographical information of the bridge location,
the following three acceleration coefficients should be read from the maps:
 Horizontal peak ground acceleration coefficient, PGA
 Horizontal response spectral acceleration coefficient at period of 0.2 second, SS
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 Horizontal response spectral acceleration coefficient at period of 1.0 second, S1

9.2.1.3 Seismic Performance Zone
Seismic performance zone, from 1 to 4, of the bridge site shall be determined using the long-
period acceleration coefficient, SD1, in accordance with LRFD 3.10.6, except for the bridges in
the site class F. SD1 shall be calculated by multiplying S1 and the corresponding site factor for
long-period spectrum range, Fv, as determined in accordance with LRFD 3.10.3.2. Seismic
performance zone for the site class F shall be determined using the value of SD1 from the site-
specific response analysis.
The state of Georgia is located in a relatively low seismic hazard zone and the general
guidelines regarding the seismic performance zones in Georgia are presented as follows:
a) If the site class is determined as class A, B or C, all bridge sites in Georgia will be classified
as seismic performance zone 1.
b) If the site class is determined as class D, the bridge sites in northern and eastern Georgia
with S1 of 0.0625 or above will be classified as seismic zone 2 and other sites will be
classified as seismic zone 1.
c) If the site class is determined as class E, only the bridge sites in southern Georgia with S1
below 0.0429 will be classified as seismic zone 1 and other sites will be classified as seismic
zone 2.
d) If the site class is determined as class F, the seismic performance zone will be determined
by a site-specific response analysis.
9.2.1.4 Design Response Spectrum
For the bridges in site class A through E, design response spectrum shall be established as
specified in LRFD 3.10.4.1, using the acceleration coefficients read from the maps in LRFD
3.10.2.1 and the site factors specified in LRFD 3.10.3.2.
For the bridges in site class F, the design response spectrum shall be established from a site
response analysis in accordance with LRFD 3.10.2.2 and provided in the Bridge Foundation
Investigation (BFI) report. The long-period acceleration coefficient, SD1, shall be determined
from the site response analysis and used to determine the seismic performance zone in
accordance with LRFD 3.10.6.
This spectrum should be used to determine the lateral force by the design earthquake. This
lateral force will be applied to the substructure and connections as specified in Section 9.2.2.

9.2.2 Sesimic Design Procedures

Seismic analysis methods to determine the design earthquake loads on the substructure shall be
selected as specified in LRFD 4.7.4, unless specified otherwise by the Bridge Office. The analysis
method is selected based on the seismic zone, operational class and regularity of the bridge. All
bridges are designated as “Other Bridges” for the operational class as defined in LRFD 3.10.5,
unless designated otherwise by the Bridge Office.
The requirement for minimum support length at expansion bearings, as specified in LRFD 4.7.4.4,
shall be satisfied for all bridges.
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The seismic design flowchart presented in LRFD APPENDIX A3 may be used as an aid for design
of bridges in different seismic zones.
9.2.2.1 Single Span Bridges
Single span bridges do not require a seismic analysis regardless of the seismic zone, as
specified in LRFD 4.7.4.2. The connection design forces in restrained directions shall be
determined in accordance with LRFD 3.10.9.1.
9.2.2.2 Multi-Span Bridges in Seismic Performance Zone 1
Multi-span bridges in seismic zone 1 do not require a seismic analysis, as specified in LRFD
4.7.4.3. The connection design forces in restrained directions shall be determined in accordance
with LRFD 3.10.9.2, using the load factor for live loads of 0.5.
9.2.2.3 Multi-Span Bridges in Seismic Performance Zone 2
Multi-span bridges in seismic zone 2 require a seismic analysis, as specified in LRFD 4.7.4.3.
One of three elastic analysis methods, i.e., uniform load method, single-mode method, or multi-
mode method, should be used for the seismic analysis.
Horizontal static earthquake loadings in longitudinal and transverse directions should be
calculated from one of the analysis methods specified in LRFD 4.7.4.3.1, then combined and
modified to determine the seismic design load cases as specified in LRFD 3.10.9.3. These load
cases shall be combined with other loads for the Extreme Event I Limit State, as specified in
LRFD 3.4.1.

For the Extreme Event I Limit State, the load factors for dead loads, p, shall be 1.0 for steel
pile bents in accordance with LRFD 6.5.5. For all other substructure types, the load factors for
dead loads shall be in accordance with LRFD 3.4.1.

The load factor for live loads in the Extreme Event I Limit State, EQ, shall be 0.5 for all
substructure types, unless specified otherwise by the Bridge Office.
The resistance factors in the Extreme Event I Limit State shall be 1.0 for steel pile bents in
accordance with LRFD 6.5.5 and 0.9 for other substructure types in accordance with LRFD
5.10.11.4.1b.
9.2.2.4 Multi-Span Bridges in Seismic Performance Zones 3 and 4
Multi-span bridges in seismic zones 3 and 4 require a seismic analysis, as specified in LRFD
4.7.4.3. An elastic method or time history method should be used for the seismic analysis.
Horizontal loadings should be taken as the lesser of the modified design forces calculated in
accordance with LRFD 3.10.9.4.2 or the inelastic hinging forces determined in accordance with
LRFD 3.10.9.4.3. These horizontal loadings should be combined and modified to determine the
seismic design load cases as specified in LRFD 3.10.9.4. These load cases shall be combined
with other loads for the Extreme Event I Limit State, as specified in LRFD 3.4.1.

For the Extreme Event I Limit State, the load factors for dead loads, p, shall be 1.0 for steel
pile bents in accordance with LRFD 6.5.5. For all other substructure types, the load factors for
dead loads shall be in accordance with LRFD 3.4.1.

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The load factor for live loads in the Extreme Event I Limit State, EQ, shall be 0.5 for all
substructure types, unless specified otherwise by the Bridge Office.
The resistance factors in the Extreme Event I Limit State shall be 1.0 for steel pile bents in
accordance with LRFD 6.5.5 and 0.9 for other substructure types in accordance with LRFD
5.10.11.4.1b.

9.2.3 Sesimic Detailing Requirements

Bridge substructures shall be detailed as required in LRFD 5.10.11. The seismic detailing
requirements for the amount and spacing of reinforcement shall always be checked after the
general detailing requirements are met, and more reinforcement shall be added as necessary.
Seismic hooks of lateral reinforcement, as specified in LRFD 5.10.2.2, shall be used in the plastic
hinge regions, typically located at top and bottom of columns and pile bents.
9.2.3.1 Bridges in Seismic Performance Zone 1
The bridges in seismic zone 1 with the long-period acceleration coefficient, SD1, of 0.10 or
greater shall meet the seismic detailing requirements, as specified in LRFD 5.10.11.2. In the
plastic hinge regions of columns and pile bents, the minimum amount and the maximum
spacing of transverse reinforcement shall meet the requirements specified in LRFD 5.10.11.4.1d
and LRFD 5.10.11.4.1e, respectively.
9.2.3.2 Bridges in Seismic Performance Zone 2
The bridges in seismic zone 2 shall meet the seismic detailing requirements specified in LRFD
5.10.11.3. Columns/pile bents and wall-type piers shall be detailed in accordance with LRFD
5.10.11.4.1 and LRFD 5.10.11.4.2, respectively.
The amount of longitudinal reinforcement in a column shall be determined in accordance with
LRFD 5.10.11.4.1a with an exception for the maximum amount being specified in LRFD
5.10.11.3. This requirement for longitudinal reinforcement shall apply to the entire height of the
column.
The amount of transverse reinforcement in a column or pile shall not be less than that required
in LRFD 5.10.11.4.1c or LRFD 5.10.11.4.1d. The spacing of transverse reinforcement shall not
be larger than that required in 5.10.11.4.1e. These requirements for transverse reinforcement
shall apply to the plastic hinge regions. The transverse reinforcement shall extend into the
adjoining members in accordance with LRFD 5.10.11.4.3.
Splicing of longitudinal reinforcement shall conform to the provisions in LRFD 5.10.11.4.1f.
Longitudinal and transverse reinforcements in concrete piles shall conform to the provisions in
LRFD 5.13.4.6.2.
9.2.3.3 Bridges in Seismic Performance Zones 3 and 4
The bridges in seismic zone 3 or 4 shall meet the seismic detailing requirements specified in
LRFD 5.10.11.4. Columns/pile bents and wall-type piers shall be detailed in accordance with
LRFD 5.10.11.4.1 and LRFD 5.10.11.4.2, respectively.

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The amount of longitudinal reinforcement in a column shall be determined in accordance with

LRFD 5.10.11.4.1a. This requirement for longitudinal reinforcement shall apply to the entire
height of the column.
The amount of transverse reinforcement in a column or pile shall not be less than that required
in LRFD 5.10.11.4.1c or LRFD 5.10.11.4.1d. The spacing of transverse reinforcement shall not
be larger than that required in 5.10.11.4.1e. These requirements for transverse reinforcement
shall apply to the plastic hinge regions. The transverse reinforcement shall extend into the
adjoining members in accordance with LRFD 5.10.11.4.3.
Splicing of longitudinal reinforcement shall conform to the provisions in LRFD 5.10.11.4.1f.
Longitudinal and transverse reinforcements in concrete piles shall conform to the provisions in
LRFD 5.13.4.6.3.

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Appendix 9A – Seismic Category B for Standard Specification

Figure 9A-1 Map of Seismic Category B Counties

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Appendix 9B - Typical Seismic Detailings

4" MIN.

#5 TIES, TYP.

#11 BARS, TYP.

Figure 9B-1 Typical Section of Column in Plastic Hinge Regions for Seismic Zones 2, 3 and 4

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Figure 9B-2 Column Detailing Guidance for Seismic Zones 2, 3, and 4

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3" CL.

12" MIN.

DETAIL AT FOOTING

#8 BAR, TYP.
15
o
15 o 30o

IN.
24" M
5" MIN.

4" 4"
2"Ø HOLE

H-PILE
(HP12, TYP.)

TOP OF PILE #8 BAR

Figure 9B-3 H-Pile Connection Detail for Seismic Zones 2, 3, and 4

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