BC Ministry of Forests

BRIDGE STANDARDS MANUAL

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Bridge Standards Manual

TABLE OF CONTENTS

1. GENERAL 1
1.1 Introduction.............................................................................................................. 1
1.2 Helpful Feature for Viewing the Manual pdf........................................................ 2
1.3 List of Acronyms ...................................................................................................... 3
1.4 Definitions ................................................................................................................. 5
1.5 References ................................................................................................................. 9
1.6 Mandatory Use of this Manual ............................................................................. 10
1.6.1 General .............................................................................................................. 10
1.6.2 Approval for Deviation From Standards........................................................... 10
[Link] General .................................................................................................. 10
[Link] Ongoing Deviations .............................................................................. 10
[Link] Equivalent Material Alternatives .......................................................... 11
1.7 Clarification of Discrepancies in Bridge Contractual Documents .................... 11
1.8 Bridge Standards Overview .................................................................................. 11
1.8.1 Mandatory Bridge Standards Information Types ............................................. 11
1.8.2 Canadian Highway Bridge Design Code (CHBDC) ......................................... 11
1.8.3 Non-Mandatory Bridge Standards Information ................................................ 12
1.9 Legislation and Administrative Policies .............................................................. 12
1.9.1 Forest Planning and Practices Regulation (FPPR) Requirements .................... 12
1.9.2 The Engineering Manual................................................................................... 12
1.10 Engineers and Geoscientists BC (EGBC) Requirements ................................ 12
1.10.1 General .............................................................................................................. 12
1.10.2 Crossings ........................................................................................................... 13
1.10.3 Documented Field Reviews During Construction ............................................ 13
1.11 Economics ............................................................................................................ 13
1.12 Safety .................................................................................................................... 13
1.13 Navigation Requirements ................................................................................... 13
1.14 Environmental Requirements ............................................................................ 14
1.15 Site Plans .............................................................................................................. 14
1.16 Hydrotechnical Design........................................................................................ 15
1.16.1 Hydrologic Design ............................................................................................ 15
1.16.2 Riprap ................................................................................................................ 15
1.17 Design for Wildfire Resistance .......................................................................... 15
1.17.1 Choice of Bridge Component Materials ........................................................... 15
1.17.2 Flammable Materials near Bridge Sites ............................................................ 15
1.18 Bridge Geometry & Alignment.......................................................................... 16
1.18.1 General .............................................................................................................. 16
1.18.2 Approaches ....................................................................................................... 16
1.18.3 Vehicle Horizontal Tracking Requirements ..................................................... 17
1.18.4 Deck Width ....................................................................................................... 19
[Link] General .................................................................................................. 19
[Link] Deck Flares ........................................................................................... 19
1.18.5 Bridge Skew ...................................................................................................... 20

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[Link] General .................................................................................................. 20

[Link] Concrete Slab Girder Bridges ............................................................... 20
[Link] Steel Girder Bridges with Composite Concrete Decks: ........................ 20
1.18.6 Deck Gradient ................................................................................................... 20
1.18.7 Deck Drainage .................................................................................................. 20
1.18.8 Steel Girder Lengths ......................................................................................... 21
1.18.9 Camber .............................................................................................................. 21
[Link] General .................................................................................................. 21
[Link] Concrete Slab Girders ........................................................................... 22
[Link] Steel I-Girders with Concrete or Wood Decks ..................................... 22
[Link] All-Steel-Portable Girders .................................................................... 22
1.19 Signs at Bridge Sites............................................................................................ 22
1.20 Materials .............................................................................................................. 23
1.20.1 New Materials ................................................................................................... 23
1.20.2 Use in Accordance with Specifications ............................................................ 23
1.20.3 Material Availability Design Considerations.................................................... 23
1.21 Bridge Deck Surface Safety Considerations ..................................................... 23
1.22 Design for Lifting, Transportation and Installation ........................................ 23
1.23 Bridge Identification Standard .......................................................................... 23
1.24 Weight Marking on Components ...................................................................... 24
1.25 Lifting ................................................................................................................... 24
1.26 Transportation .................................................................................................... 24
1.26.1 General .............................................................................................................. 24
1.26.2 Concrete Components ....................................................................................... 24
1.26.3 Steel I-Girders ................................................................................................... 24
1.27 Installation ........................................................................................................... 24
1.27.1 Bridge Installation Procedures .......................................................................... 24
1.27.2 Construction Tolerances ................................................................................... 24
1.27.3 Clean Girders .................................................................................................... 25
1.27.4 Site Clean-up ..................................................................................................... 25

2. DURABILITY AND SUSTAINABILITY 26

2.1 General .................................................................................................................... 26
2.2 Design Life .............................................................................................................. 26
2.2.1 Durable Structures (45 Year Design Life) ........................................................ 26
2.2.2 Standard Durable Superstructure Types ........................................................... 26
2.2.3 Standard Durable Substructure Types .............................................................. 27
2.2.4 Replaceable Components on Durable Bridges ................................................. 27
2.2.5 Prime Stationary Bridges .................................................................................. 28
2.3 Considerations for Choice of Superstructure Type ............................................ 29
2.4 FSR Bridge Acquisition Methods ......................................................................... 30
2.4.1 Contracts Managed by Ministry Staff ............................................................... 30
[Link] Obtaining Structural Design Drawings ................................................. 30
[Link].1 Pre-Design Method 30
[Link].2 Contractor-Design Method 31

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[Link] Arranging Supply and Installation ........................................................ 31

[Link].1 Combined Supply and Install Contract Method 31
[Link].2 Separate Supply Contract & Install Contract Method 31
2.4.2 Contracts Not Managed Directly by the Ministry............................................. 32
[Link] General .................................................................................................. 32
[Link] Significant Road Work Authorization Process ..................................... 32
2.5 Engineering Roles and Responsibilities for Projects .......................................... 32
2.5.1 General .............................................................................................................. 32
2.5.2 Coordinating Registered Professional............................................................... 34
2.5.3 General Arrangement Engineer ........................................................................ 34
2.5.4 Structural Design Engineer ............................................................................... 34
2.5.5 In-plant Quality Assurance Engineer ................................................................ 35
2.5.6 Construction Assurance Engineer ..................................................................... 35
2.5.7 Ministry Engineer ............................................................................................. 36
[Link] Project Proponents to Ensure Ministry Engineer Involvement............. 36
[Link] Summary of Ministry Engineer Responsibilities .................................. 36
[Link] Accepting Drawings Prepared by Others .............................................. 36
2.6 Engineer Qualification Requirements ................................................................. 38
2.6.1 Licensing ........................................................................................................... 38
2.6.2 Experience......................................................................................................... 38
2.7 Concrete Fabricator Certification Requirements ............................................... 38
2.7.1 Certification for Structural Precast Concrete .................................................... 38
[Link] General .................................................................................................. 38
[Link] Bridge Components .............................................................................. 39
[Link] Culvert, Retaining Wall, and Cattleguard Components........................ 40
2.7.2 Certifications for Precast Blocks and Barriers .................................................. 41
2.8 Steel Fabricator Qualification Requirements ..................................................... 41
2.8.1 General .............................................................................................................. 41
2.8.2 Certification Body (CWB) ................................................................................ 42
2.9 Fabricator’s Quality Control ................................................................................ 42
2.9.1 General .............................................................................................................. 42
2.9.2 Welding Quality Control................................................................................... 43
[Link] General .................................................................................................. 43
[Link] Detailed Requirements .......................................................................... 44
2.10 In-plant Quality Assurance (QA) Inspections .................................................. 44
2.10.1 General .............................................................................................................. 44
2.10.2 Heads up Notice of Impending Bridge Fabrication Project Requiring QA
Inspections ............................................................................................................... 46
2.10.3 QA Inspection Scheduling for Concrete Bridge Components .......................... 47
2.10.4 QA Inspection Scheduling for Steel Bridge Components ................................ 47
2.10.5 Notice of Last QA Inspection (for a component category- bridges) ................ 47
2.10.6 Fabrication Quality Assurance Statement ......................................................... 48
2.11 Preparing, Obtaining, and Retaining Bridge Information ............................. 48
2.11.1 General .............................................................................................................. 48
2.11.2 Record Drawings .............................................................................................. 49
2.11.3 Assurance, Commitment and Transfer Forms .................................................. 49

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[Link] Assurance Statements ........................................................................... 49

[Link].1 Crossing CRP: Crossing Assurance Statement 49
[Link].2 Crossing POR: Construction Assurance Statement 49
[Link] Crossing CRP: CRP Transfer Statement............................................... 49
[Link] Commitment for Field Reviews ............................................................ 49
2.11.4 Inventory Data Forms ....................................................................................... 50

3. LOADS 51
3.1 General .................................................................................................................... 51
3.2 Serviceability Limit States .................................................................................... 51
3.3 Load Factors and Load Combinations ................................................................ 51
3.4 Dead Loads ............................................................................................................. 53
3.5 Live Loads .............................................................................................................. 54
3.5.1 Design Lanes ..................................................................................................... 54
[Link] Standard single lane bridge widths ....................................................... 54
[Link] Standard two-lane bridge widths .......................................................... 54
[Link] Bridge safety considerations ................................................................. 54
3.5.2 Traffic Loads ..................................................................................................... 55
[Link] Normal Traffic ...................................................................................... 55
[Link] Truck & Lane Load ............................................................................... 56
[Link] Dual Wheel Footprint Dimensions ....................................................... 60
3.5.3 Application ........................................................................................................ 60
[Link] General .................................................................................................. 60
[Link] Multi-Lane Loading .............................................................................. 60
[Link].1 Normal Traffic Only 60
[Link] Local Components ................................................................................ 62
3.5.4 Barrier Loads .................................................................................................... 63
[Link] Traffic Barriers...................................................................................... 63
3.6 Wind Loads ............................................................................................................ 63
3.6.1 Reference Wind Pressure .................................................................................. 63
3.6.2 Gust Effect Coefficient ..................................................................................... 64
3.6.3 Wind Exposure Coefficient............................................................................... 64
3.6.4 Non-uniform Loading ....................................................................................... 65
3.6.5 Wind Load on Live Load .................................................................................. 65
3.7 Debris Flows ........................................................................................................... 65
3.8 Ice Loads ................................................................................................................. 65
3.9 Earthquake Effects ................................................................................................ 66
3.10 Vessel Collisions .................................................................................................. 66
3.11 Vehicle Collision Load ........................................................................................ 66
3.12 Construction Loads and Loads on Temporary Structures ............................. 66
3.12.1 General .............................................................................................................. 66
3.12.2 Bridges with Deck Panels ................................................................................. 66
3.12.3 Concrete Slab Girder Design for Cantilevered Installation .............................. 66

4. SEISMIC DESIGN 67

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4.1 General .................................................................................................................... 67

5. METHODS OF ANALYSIS 68
5.1 General .................................................................................................................... 68
5.2 Load Distribution Between Shear-connected Concrete Slab Girders .............. 68

6. FOUNDATIONS AND GEOTECHNICAL SYSTEMS 69

6.1 Standard Durable Abutment Types ..................................................................... 69
6.2 Standard Durable Pier Types ............................................................................... 69
6.3 Piles ......................................................................................................................... 70
6.4 Spread Footings and Bin Walls ............................................................................ 70
6.5 Abutment Ballast Walls......................................................................................... 70
6.6 Caps ......................................................................................................................... 70
6.6.1 Caps on Piles ..................................................................................................... 70
6.6.2 Caps on Columns .............................................................................................. 70
6.7 Bridge Endfill ......................................................................................................... 71
6.7.1 Fill material ....................................................................................................... 71
6.7.2 Fill Placement ................................................................................................... 71

7. BURIED STRUCTURES 72
7.1 General .................................................................................................................... 72
7.2 Standard Durable Culvert Types ......................................................................... 73
7.3 Inlet Debris Protection .......................................................................................... 73
7.4 Proprietary Terraspan GRS Arch Structures .................................................... 73
7.5 Log Culverts ........................................................................................................... 73
7.6 Culverts in Roadway Fords .................................................................................. 73

8. CONCRETE STRUCTURES 74
8.1 General .................................................................................................................... 74
8.2 Structural Concrete Materials and Fabrication ................................................. 74
8.2.1 Conformance to CSA Standards ....................................................................... 74
8.2.2 Concrete Mix Design Requirements ................................................................. 74
8.2.3 Reinforcing Steel .............................................................................................. 75
[Link] General .................................................................................................. 75
[Link] Corrosion Resistant Reinforcement ...................................................... 75
8.2.4 Chamfers ........................................................................................................... 76
8.2.5 Concrete Finishing ............................................................................................ 76
8.2.6 Concrete Cover for Precast Components .......................................................... 77
8.2.7 Concrete Cover for Cast-in-place Components ................................................ 79
8.2.8 Prestressed Concrete ......................................................................................... 79
8.2.9 Grout ................................................................................................................. 79
[Link] General .................................................................................................. 79

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[Link] Structural Field Grouting, Sampling and Testing ................................. 80

8.2.10 Waterproofing Membrane ................................................................................. 80
[Link] Situations Requiring Waterproofing Membrane ................................... 80
[Link] Waterproofing Membrane Details ........................................................ 80
8.3 Structural Concrete Design................................................................................... 81
8.3.1 Concrete Deck Panels ....................................................................................... 81
[Link] Panel Edge Thickness ........................................................................... 81
[Link] Panel Length ......................................................................................... 82
[Link] Joint between End Panel and Ballast Wall ........................................... 82
[Link] Traffic Load Sharing at Interior Transverse Deck Panel Joints ............ 82
[Link] Gaps between Deck Panels and Girder Top Flanges ............................ 83
[Link] Empirical Design Method Not Allowed for Deck Design .................... 83
8.3.2 Precast Concrete Slab Girders .......................................................................... 83
[Link] Minimum Depth .................................................................................... 83
[Link] Design as Flexural Members ................................................................ 83
[Link] Connection to Abutments ..................................................................... 83
8.3.3 Precast Lifting Anchors .................................................................................... 84
[Link] Introduction ........................................................................................... 84
[Link] Anchor and Clutch Types ..................................................................... 84
[Link] General Design...................................................................................... 84
8.4 Precast Concrete Unreinforced Interlocking Blocks .......................................... 85
8.5 Precast Concrete Roadside Barriers .................................................................... 86

9. WOOD STRUCTURES 87
9.1 General .................................................................................................................... 87
9.2 Wood Materials and Fabrication ......................................................................... 87
9.2.1 Bridge Timbers and Lumber Material Standard ............................................... 87
9.2.2 Wood Treatment ............................................................................................... 87
[Link] Pressure Treated Wood Standard .......................................................... 87
[Link] CCA Treatment of Coastal Douglas-fir Wood ..................................... 87
[Link] Use and Disposal of Treated Wood ...................................................... 87
9.2.3 Timber Fasteners ............................................................................................... 88
9.3 Wood Design........................................................................................................... 88
9.3.1 General .............................................................................................................. 88
9.3.2 Cross Tie Size & Spacing for Steel Girder Timber Deck Bridges ................... 88

10. STEEL STRUCTURES 89

10.1 General ................................................................................................................. 89
10.2 Steel Plates, Bars and Sections ........................................................................... 89
10.2.1 CSA Standard.................................................................................................... 89
10.2.2 Fracture-critical members ................................................................................. 89
10.2.3 Grades ............................................................................................................... 89
[Link] General .................................................................................................. 89
[Link] Steel Girder Superstructures ................................................................. 90

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[Link] Substructure Steel ................................................................................. 91

[Link] Steel Embedments in Concrete Components ........................................ 93
[Link] Steel for Bridge Barriers and Approach Barriers .................................. 94
10.3 Steel Studs and Fasteners ................................................................................... 94
10.3.1 Bolts for Structural Steel Connections .............................................................. 94
10.3.2 Threaded Rods .................................................................................................. 94
10.3.3 Nuts and Couplers ............................................................................................. 94
10.3.4 Studs.................................................................................................................. 94
10.3.5 Fasteners for Bridge Barriers, Approach Barriers and Wood Components...... 95
10.4 Steel Design .......................................................................................................... 95
10.4.1 Steel I-Girders ................................................................................................... 95
[Link] Standard Steel I-Girder Spacing ........................................................... 95
[Link] Steel I-Girder Bolted Splices ................................................................ 95
[Link] Diaphragms between Steel I-Girders .................................................... 95
[Link] Plan Bracing between Non-Composite Steel I-Girders ........................ 95
[Link] Plan Bracing between Composite Steel I-Girders ................................ 95
[Link] Stud Groups for Composite Deck Panels.............................................. 96
[Link] Short Span Composite Girders.............................................................. 96
[Link] Steel Girder End Panel Tension Field Analysis .................................... 96
10.4.2 Fatigue............................................................................................................... 96
[Link] General Fatigue Design......................................................................... 96
[Link] Fatigue resistance of stud shear connectors .......................................... 97
10.5 Steel Fabrication ................................................................................................. 97
10.5.1 Certification, Quality Control & Quality Assurance ........................................ 97
10.5.2 Steel Plate Rolling Direction ............................................................................ 97
10.5.3 Welding Specifications ..................................................................................... 97
10.5.4 Shop Trial Fit of Girder Splices ........................................................................ 98
10.6 Corrosion & Steel Coatings................................................................................ 99
10.6.1 General .............................................................................................................. 99
10.6.2 Galvanizing ....................................................................................................... 99
10.6.3 Substructure Paint ............................................................................................. 99
10.6.4 Steel Guardrail Paint ......................................................................................... 99
10.6.5 Naturally Corrosive Environments ................................................................... 99
[Link] General .................................................................................................. 99
[Link] Uncoated Weathering Steel Prohibited ............................................... 100
[Link] Naturally Corrosive Environment Steel Coating Specification .......... 100
[Link].1 Situations for Use 100
[Link].2 Specification 100
10.6.6 Corrosive Road Surface Treatments ............................................................... 101

11. JOINTS AND BEARINGS 102

11.1 Joints .................................................................................................................. 102
11.2 Bearings ............................................................................................................. 102

12. BARRIERS 103

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12.1 General ............................................................................................................... 103

12.2 Selecting Bridge Barriers and Approach Barriers ........................................ 103
12.3 Approach Barriers ............................................................................................ 103
12.4 Combination Pedestrian/Vehicle Bridge Barriers ......................................... 103

13. MOVABLE BRIDGES 104

13.1 General ............................................................................................................... 104

14. EVALUATION 105

14.1 General ............................................................................................................... 105
14.2 Corporate Bridge Register ............................................................................... 105
14.3 Routine Inspection Forms ................................................................................ 105
14.4 Inspection of Bearings ...................................................................................... 105
14.5 Post-fire Bridge Assessment ............................................................................. 105
14.6 Shear Capacity Evaluation of End Panels on Existing Steel I-Girders ....... 105
14.7 Major Culvert Inspection Additional Information ........................................ 106
14.8 “Normal” Traffic Loading for Evaluations .................................................... 106
14.9 Bridge Load Posting Signs ............................................................................... 106

15. REHABILITATION AND REPAIR 107

15.1 General ............................................................................................................... 107
15.2 Concrete Repair Guide for Concrete Bridge Components ........................... 107

16. FIBRE-REINFORCED STRUCTURES 108

16.1 General ............................................................................................................... 108

17. ALUMINUM STRUCTURES 109

17.1 Pedestrian/ATV Recreation Bridges ............................................................... 109

18. LOG STRUCTURES 110

18.1 General ............................................................................................................... 110
18.2 Logs .................................................................................................................... 110
18.3 Timber-decked Log Bridges............................................................................. 110
18.4 Gravel-Decked Log Bridges ............................................................................. 110
18.5 Log Culverts ...................................................................................................... 110

19. BRIDGE SUPPLY CONTRACT TEMPLATES 112

19.1 FSR Bridges ....................................................................................................... 112
19.1.1 Bridge Supply Special Provisions template .................................................... 112
[Link] General ................................................................................................ 112

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[Link] Use in Supply Contracts that exclude Installation_ ............................ 112

[Link] Use in Supply and Install Contracts .................................................... 112
[Link].1 Bridge Supply Special Provisions 112
[Link].2 Bridge Installation Special Provisions 113
[Link] FSR Bridge Contracts Not Managed Directly by the Ministry........... 113
19.1.2 Competition Notice template .......................................................................... 113
[Link] General ................................................................................................ 113
[Link] Respondent Qualification Tables ........................................................ 114
[Link] Pricing Tables ..................................................................................... 114
19.2 Aluminum Pedestrian & ATV Bridges (Non-FSRs) ...................................... 114

20. STANDARD DRAWINGS 115

20.1 General Description of the Standard Drawings ............................................. 115
20.2 Categories of Standard Drawings.................................................................... 115
20.2.1 Steel Girder Concrete Deck Bridge ................................................................ 115
20.2.2 Precast Reinforced Concrete Slab Bridge ....................................................... 116
20.2.3 Steel Girder Timber Deck Bridge ................................................................... 116
20.2.4 All-Steel-Portable Bridge................................................................................ 116
20.2.5 All-Timber-Portable Bridge ............................................................................ 116
20.2.6 Substructure Drawings .................................................................................... 116
20.2.7 Barriers ............................................................................................................ 117
20.2.8 Miscellaneous ................................................................................................. 117
[Link] Proprietary Concrete/Steel Hybrid Girders ......................................... 117
20.2.9 Standard Major Culvert Drawings .................................................................. 117
[Link] Terraspan GRS ArchTM ....................................................................... 117
[Link] Steel Pipe Trash Rack ......................................................................... 118

21. DESIGN DRAWING REQUIREMENTS 119

21.1 General ............................................................................................................... 119
21.2 Design Drawings for Bridges other than Log Bridges ................................... 119
21.2.1 General Arrangement Drawings ..................................................................... 119
[Link] Overview ............................................................................................. 119
[Link] Details ................................................................................................. 119
21.2.2 Structural Design Drawings ............................................................................ 121
[Link] Overview ............................................................................................. 121
[Link] Details ................................................................................................. 121
21.3 Major Culvert Design Drawings...................................................................... 122
21.4 Timber Decked Log Bridge Design Drawings ................................................ 123

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1. GENERAL
1.1 INTRODUCTION
The BC Ministry of Forests is responsible as the Regulatory Authority for determining
appropriate standards for bridges on Forest Service Roads (FSRs) in British Columbia.
The Bridge Standards Manual (BSM) provides these standards.

The BSM is comprised of pertinent standards such as guidelines, specifications,

requirements, drawings, procedures, forms, policies, and contract templates. The manual
is intended for use by ministry staff and others, including bridge engineers, engineering
technicians, surveyors, hydrologists, river engineers, geoscientists, geotechnical
engineers, structural engineers, forest professionals, project managers, bridge fabricators,
bridge installers and bridge inspectors.

The standards provided in the BSM (including its appendices) are mandatory for FSR
bridges. Explanatory non-mandatory information is provided in the BSM in locations
identified as Commentary.

The Ministry may allow some deviation from these standards for re-installation of used
bridges, modification of existing bridges, or other unusual situations. Such deviations
require approval by a Ministry Engineer who will be responsible to adapt the use of
ministry bridge standards as appropriate to suit a specific situation.

Most of the BSM applies to durable bridges (which have a 45 year minimum design life)
that are primarily composed of durable materials (e.g.; steel, concrete and treated wood).
A small portion of the manual applies to bridges primarily composed of nondurable
materials (e.g.; logs and untreated sawn wood.) FSR bridges shall be composed of
durable materials unless otherwise approved by a Ministry Engineer for a specific
project.

Bridges with any span > 40 m, continuous multi-span bridges, bridges with total length >
80 m, or otherwise complex or unique bridges require special engineering investigations,
and some deviations from common ministry standards. These deviations must be
approved by the Ministry Engineer responsible for the project.
Occasionally in the BSM the term “bridge” is used in a general sense to refer to both
bridges and major culverts (which are both addressed in the manual). In other BSM
locations the term “bridge” is used in a more specific way that excludes culverts.

A small amount of information in the manual is provided relating to recreation bridges

(for pedestrians and/or ATVs) that the Ministry may occasionally be involved with that
are not on FSRs. A Ministry Engineer shall determine appropriate standards for specific
recreation bridge projects.

The BSM is regularly being updated and improved. Any printed or downloaded versions
will become obsolete as changes to the official version are made on-line.

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The Ministry ([Link]@[Link]) welcomes suggestions and

recommendations to assist in refining and improving this manual.

Commentary
The BSM continues the Ministry of Forests tradition of providing forest bridge standards
by building upon and modernizing the “Forest Service Bridge Design and Construction
Manual” which is now obsolete:

Bridge Design & Construction Manual - July 1999 OBSOLETE (PDF, 460KB)

Some of the benefits of Bridge Standards include:

• Provision of minimum performance requirements in the form of mandatory

design and construction practices;
• Emphasis on details that result in the lowest life-cycle cost (construction cost
plus maintenance cost over the lifetime of a bridge);
• Economy of scale and design efficiency for components that exhibit limited
variation;
• Assurance of safety, consistency and fair competition for supply, fabrication,
installation, inspection and evaluation of bridges.

1.2 HELPFUL FEATURE FOR VIEWING THE MANUAL PDF

When viewing the Bridge Standards Manual pdf, it is helpful to view and utilize a left-
hand navigation feature using “bookmarks” that allow a reader to see all table of contents
section headings regardless of where they are in the document. Each of the section
headings can be expanded to see sub-headings as desired. A reader can click on any of
the headings or sub-headings to instantly move to a desired part of the document.

On a typical personal computer, a reader may need to click on “open in desktop app” (see
first image below) after they initially open the PDF, to see a “bookmarks” icon on the left
side of the screen (second image below). Clicking on the bookmarks icon will allow the
left hand navigation feature to become visible (3rd image below).

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1.3 LIST OF ACRONYMS

AASHTO American Association of State Highway Officials
ABCFP Association of BC Forest Professionals (obsolete- see FPBC))
ASP All-Steel-Portable
ASTM American Society for Testing and Materials
ATV All-Terrain Vehicle
BCL British Columbia Loading
BGSS Bridge Guidelines, Standards and Specifications (website-
obsolete)
BSM Bridge Standards Manual
CBR Corporate Bridge Register
CCA Chromated Copper Arsenate
CHBDC CSA S6 (Canadian Highway Bridge Design Code)

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CL-W Where referenced by CHBDC, shall be interpreted for FSR bridges

to mean “design traffic loading”, thereby referring to the specific
normal design traffic loading scenario being used for a site.
CRB Concrete Roadside Barrier
CRP Coordinating Registered Professional
CSA Canadian Standards Association
CWB Canadian Welding Bureau
DFO Fisheries and Oceans Canada
DLA Dynamic Load Allowance
EGBC The Association of Engineers and Geoscientists of BC (doing
business as Engineers and Geoscientists BC)
ENV Ministry of Environment and Parks
FERIC Forest Engineering Research Institute of Canada (obsolete- see
FPI)
FHWA Federal Highway Administration
FOR British Columbia Ministry of Forests
FPBC Forest Professionals BC
FPI FP Innovations
FPPR Forest Planning and Practices Regulation
FRPA Forest and Range Practices Act
FSR Forest Service Road
GA General Arrangement
GAE General Arrangement Engineer
GVW Gross Vehicle Weight
HOH Heavy Off Highway
HSS Hollow Structural Section
HWL High Water Level
L-### Logging Truck Loading - GVW in 2,000 lb tons
LOH Light Off Highway
MOF See FOR
MOT, MoTI Obsolete- see TRAN
MOTT see TRAN
NPA Navigation Protection Act
PCI Precast/Prestressed Concrete Institute

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POR Professional of Record

PWL Present Water Level
QA Quality Assurance
QC Quality Control
SDD Structural Design Drawing
SDE Structural Design Engineer
TRAN British Columbia Ministry of Transportation and Transit

1.4 DEFINITIONS
The definitions provided below apply to the BSM. Definitions in related documents and
databases (e.g.; legislation, CHBDC, Ministry Engineering Manual, Ministry CBR
database and user manual, EGBC documents, etc.) may vary from these definitions.

• Buried Structure: See definition of Major Culvert.

• Coordinating Registered Professional: A professional responsible for coordinating a

specific project (see Ministry Engineering Manual and EGBC website for details).

• Conceptual Drawings:
(1): (aka General Arrangement Drawings) An engineered drawing set showing site
information, site works, and some structural design information for a specific site.

(2): Any drawings that provide general (but not detailed) information.

• Construction Assurance Engineer: An Engineer responsible for directing

installation field reviews, completing a Construction Assurance Statement and
preparing record drawings.

• Crossing: A site where a road is carried above a stream or other opening (excluding
cattleguard sites).

• Design Drawings: Engineered drawings (including General Arrangement Drawings

and Structural Design Drawings but not Shop Fabrication Drawings) prepared for the
fabrication and/or installation of a structure.

• Design Engineer: An Engineer responsible for the design of a specific structure

(including general arrangement design and/or structural design.)

• Design Life: A period during which a structure is intended to perform its design
function for the intended use(s). For portable and semi-portable bridges this includes
usage at multiple installation sites.

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• Detailed Design Drawings: See definition for Structural Design Drawings.

• Detailed Design Engineer: See definition for Structural Design Engineer.

• Durable: Having a design life of at least 45 years.

• Durable Culvert: A culvert that is composed of durable culvert materials.

• Durable Culvert Materials: Materials that have a minimum 45 year design life
(including concrete, galvanized steel or equivalent durability materials.)

• Durable Bridge: A bridge that has girders, deck, substructure (including ballast walls)
and bridge barriers composed of durable bridge materials (untreated running planks on
an otherwise durable deck are an allowable exception.)

• Durable Bridge Materials: Materials that have a minimum 45 year design life
(including concrete, treated wood, and steel (except railcar steel); and including
aluminum for recreation bridges.)

• Engineer: A Professional Engineer registered with EGBC (or another professional

allowed by the Ministry Engineering Manual and EGBC to do specific types of
professional engineering work.)

• Forest Service Road: A road on Crown land that is declared under the Forest Act or a
former Act to be a Forest Service Road. When interpreting CHBDC for use in FSR
bridge projects, the CHBDC term “Highway” shall be interpreted to mean FSR.

• General Arrangement Drawings:

(1): (typical) (aka Conceptual Drawings) An engineered drawing set showing site
information, site works, and some structural design information for a specific site.

(2): (occasional) A drawing included in a drawing set that shows how various
components in the drawing set are arranged (i.e.; fit) together.

• General Arrangement Engineer: (aka Conceptual Design Engineer) An engineer

responsible for a drawing set showing site information, site works, and some structural
design information for a specific site.

• Hazard Marker: (sometimes incorrectly identified in older ministry documents and

drawings as a “bridge delineator”) A warning sign (either Left or Right) typically
attached to bridge guardrails.

• Includes: Shall be interpreted to mean “includes but is not limited to.”

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• In-plant QA Engineer: The engineer responsible for Quality Assurance field reviews
of bridge components at fabrication plants.

• Library: The FOR Bridge Standards Library

• Log Culvert: (aka woodbox culvert) A culvert composed primarily of logs.

• Major Culvert: (aka buried structure) A crossing structure (with earth, gravel, or rock
fill on top of it) where at least one of the following applies:

1) The structure is metal or concrete, where at least one of the following applies:
i) The pipe diameter is ≥ 2,000 mm;
ii) The pipe-arch has a span >2,130 mm; or
iii) The open-bottom arch has a span >2,130 mm;
OR
2) The structure has an opening area >3m2, but is not a bridge;
OR
3) The structure is not a bridge however the design water flow in the stream is ≥ 6
m3/sec.
In some locations in this Manual, major culverts are referred to simply as culverts.
For log structures topped with earth, gravel or rock fill: the definition of major culvert
above applies except that if the span is >/= 6 m, and/or the crib height is >/= 4 m, the
structure shall be considered a bridge rather than a culvert.
• Manual: Refers to the Bridge Standards Manual, unless otherwise specified.

• Ministry: The British Columbia Ministry of Forests, representing the Province of BC

as the Regulatory Authority/Owner.

• Ministry Engineer: An engineer who is a Ministry of Forests employee. This

engineer is considered to represent the Ministry as an “owner’s engineer”.

• Minor Culvert: A culvert smaller and with less design water flow than a major
culvert. The BSM does not pertain to minor culverts; they are addressed in the
Ministry Engineering Manual.

• Movable Bridge: A bascule, swing or lift bridge; as described in CHBDC Section 13.
These are not used on FSRs.

• Nondurable: Having a design life less than 45 years.

• Nondurable Structure: A structure that is composed of nondurable materials.

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• Nondurable Materials: Logs, untreated wood, or sub-standard materials such as

railcar steel.

• Normal Traffic: Ministry standard traffic loading (BCL-625, L100, L150 and L165.)

• Portable Bridge: A bridge that is designed for ease of movement from one
installation site to another with the intent that it will be used at multiple sites over its
lifetime.

• Prime Stationary Bridge: A bridge that is designed for installation at a single site
with the intention that it will provide the highest quality ministry standard safety and
service for at least a 45 year design life with minimal required maintenance.

• Professional of Record: An engineer professionally responsible for engineering work.

• Project: Work that involves design and/or fabrication and/or installation of a structure
or a component of a structure.

• Running Planks: See Wear Planks.

• Semi-Portable Bridge: A bridge with less portability than a portable bridge but more
portability than a stationary bridge.

• Shop Fabrication Drawings: (aka Shop Drawings) Drawings, typically not prepared
by engineers, that a fabricator prepares to assist in their fabrication processes.

• Site: The location where a crossing structure will be, or is, installed.

• Specific (bridge, project, site, component, drawing, etc.): A discrete physical

bridge, project, site, component, drawing, etc. (not a generic/standard: bridge, project,
site, component, drawing, etc.) The term specific is used occasionally in the BSM to
emphasize this differentiation.

• Standard(s): Guidelines, specifications, requirements, drawings, procedures, forms,

policies, contract templates, and similar mandatory information included in the BSM.

• Standard Drawings: Ministry generic drawings that provide information to be used,

where appropriate, by engineers that are responsible for specific projects.

• Standard Drawing Engineer: An engineer identified on a Ministry Standard

Drawing as being involved with the development of the Standard Drawing. A
Standard Drawing Engineer is not to be considered a CRP, GAE, SDE, POR or
Ministry Engineer for a specific project unless they are actively involved with the
project as it is being undertaken and they agree to accept these responsibilities.

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• Stationary Bridge: A bridge that is designed to be used at only one installation site
(i.e.; not portable or semi-portable.)

• Structure: A bridge or major culvert.

• Structural Design Drawings: (aka Detailed Design Drawings) An engineered

drawing intended for fabrication/construction of a specific project that shows all
structural engineering details related to a component or structure.

• Structural Design Engineer: (aka Detailed Design Engineer) An engineer who is

responsible for the structural design of a specific component or specific structure.
This includes taking structural engineering responsibility for the use and application of
Ministry Standard Drawings or previously used components for a specific project.

• Wear Planks: (aka Running Planks) On a wood deck, a sacrificial layer of untreated
wood planks on top of a layer of structural deck planks.

• Woodbox Culvert: See Log Culvert.

1.5 REFERENCES
It is not always possible to keep Ministry standard documents and drawings up-to-date and
consistent with continually changing references. Unless otherwise noted, all references in
this Manual should be interpreted to refer to the most current version of a reference at the
time a project is being undertaken. For example:

• A reference to the obsolete “Forest Service Bridge Design and Construction

Manual” or the obsolete “Interim Bridge Design Guidelines” should be
interpreted to reference the current BSM;
• A reference to “Ministry of Forests and Range”, “Ministry of Forests, Lands and
Natural Resource Operations”, or other similar Ministry names that have now
been superseded should be interpreted to refer to the current Ministry name
“Ministry of Forests;”
• A reference requiring design to be in accordance with CSA S6-88 (or other
obsolete version of CSA S6) should typically be interpreted to be referencing the
most recent version of CSA S6 (CHBDC). An exception is that BSM Section 3:
Loads is written with some references that are specific to only one version of
CHBDC which is CSA S6-19. If clarity is required, a Ministry Engineer should
be contacted.

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1.6 MANDATORY USE OF THIS MANUAL

1.6.1 GENERAL
All structures shall be designed, constructed, handled, inspected, evaluated and
otherwise dealt with in accordance with the standards described and referenced in this
Manual, unless approval has been obtained from a Ministry Engineer.

This requirement shall apply to structures built under all ministry contracts and
authorizations, including structures authorized in a Timber Sale Licence that have
been identified by the Timber Sales Manager to become crown assets after termination
of the Timber Sale License.

The Ministry may reject any structures or components that do not adhere to standards.

Engineering of a specific project is the responsibility of the engineers directly

involved with the project. This includes the responsibility to use, interpret, investigate
(and possibly modify the use of) standards (including Standard Drawings) in a way
that is appropriate for a project.

1.6.2 APPROVAL FOR DEVIATION FROM STANDARDS

The approval process described in this section applies to all deviations (including
alternatives, variations, excemptions, etc.) from bridge standards.

[Link] General
Deviations shall be proposed to a Ministry Engineer for consideration
prior to the deviation being made. If Ministry Engineer approval is not
received, the deviation shall not be made.

Proposals for deviations shall be clearly and individually described as

deviations and specifically brought to the attention of a Ministry Engineer
for their approval consideration.

Routine Ministry Engineer acceptance of a drawing set does not mean that
deviations in the drawing set are approved by the Ministry Engineer unless
they were specifically discussed with, and approved by, the Ministry
Engineer.

[Link] Ongoing Deviations

Approval from a Ministry Engineer for an ongoing deviation from bridge
standards (e.g.; for multiple projects for the foreseeable future) requires
endorsement by a member of the Ministry Headquarters Engineering
Standards Group. If such an approval and endorsement is being requested
by anyone other than a Ministry employee, the request shall be sent to

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[Link]@[Link], specifying “Request for Ministry Approval”

in the title.

Ministry Engineer approvals of ongoing deviations for:

• Use of materials that are not new (i.e. re-used components or
bridges); and
• Use of nondurable materials or bridges;
are exempt from the Headquarters endorsement requirement described
above, if the approval is applicable to a specific and limited road or road
system.

[Link] Equivalent Material Alternatives

To be acceptable as an equivalent alternative, proposed variations in
materials or material combinations shall provide equivalent or superior
strength, performance and durability when compared to ministry standard
materials used for an application.

1.7 CLARIFICATION OF DISCREPANCIES IN BRIDGE CONTRACTUAL DOCUMENTS

Contracts managed by the Ministry shall provide guidance to bidders regarding the
clarification of possible ambiguities and discrepancies within and between various types
of ministry provided information relevant to a project.

1.8 BRIDGE STANDARDS OVERVIEW

1.8.1 MANDATORY BRIDGE STANDARDS INFORMATION TYPES
The following briefly introduces ministry information types included in this Manual
that provide mandatory standards for bridges.

• Main Body: Information provided directly within the main body of the
Manual;

• Appendices: Information provided in documents or drawings that are

identified as appendices to the Manual;

1.8.2 CANADIAN HIGHWAY BRIDGE DESIGN CODE (CHBDC)

The standards in the Bridge Standards Manual govern over requirements specified in
the Canadian Highway Bridge Design Code CAN/CSA S6 (CHBDC).

For any bridge standards aspects that are not specifically addressed in the BSM, the
most recent version of CHBDC shall apply unless:

• otherwise approved by a Ministry Engineer, or

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• a particular CHBDC clause is generally understood by experienced FSR bridge

engineers and Ministry Engineers to be clearly inapplicable to an FSR bridge.

Commentary
The titles of BSM sections 1 to 17 correlate with the 17 section titles in CHBDC to
allow for reasonably consistent categorization of information.

BSM sections numbered 18 and higher provide Ministry Bridge Standards information
in sections that do not exist in CHBDC.

1.8.3 NON-MANDATORY BRIDGE STANDARDS INFORMATION

Commentary
The Bridge Standards Library (Library) provides access to non-mandatory forest
bridge standards related items that document research, testing, recommendations,
obsolete standards, draft standards, webinars, educational materials, etc. The items
include documents, presentations, drawings and videos.

Some of the information in the Library is obsolete or unproven, however may provide
ideas that will assist in relation to current projects. An engineer experienced in
current forest bridge practices shall be consulted for advice prior to relying on any of
the information in the Library.

1.9 LEGISLATION AND ADMINISTRATIVE POLICIES

1.9.1 FOREST PLANNING AND PRACTICES REGULATION (FPPR) REQUIREMENTS
A provincial Act that provides important legislation applicable to Forest Service
Roads and bridges is the Forest and Range Practices Act (FRPA). The Forest
Planning and Practices Regulation (FPPR) is the primary regulation under this act that
provides details pertinent to design and construction of bridges and major culverts (in
section 73 and other sections).

1.9.2 THE ENGINEERING MANUAL

The ministry Engineering Manual is an extensive document that covers a variety of
engineering topics. It is the main repository of general ministry engineering policies.

1.10 ENGINEERS AND GEOSCIENTISTS BC (EGBC) REQUIREMENTS

1.10.1 GENERAL
Engineers and Geoscientists British Columbia (EGBC) provides various
requirements that regulate the profession of engineering as it relates to FSR bridge
design and construction. All applicable requirements shall be followed in relation to
FSR bridge projects. Some, but not all, of the requirements are discussed in the
section below and in other sections of this manual.

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1.10.2 CROSSINGS
One of the applicable EGBC professional practice guidelines specific to forest bridge
design and construction is called Professional Services in the Forest Sector –
Crossings (PDF, 2.1MB).

Commentary
This guideline was co-produced together with the Association of BC Forest
Professionals (ABCFP/ BCFP). Along with other professional issues related to
crossing design and construction, the guideline provides detailed information about
the qualifications required by EGBC and ABCFP/ BCFP members when they are
involved with various types of crossing projects.

1.10.3 DOCUMENTED FIELD REVIEWS DURING CONSTRUCTION

Field reviews for FSR bridge and major culvert construction projects shall be
undertaken and documented in accordance with the EGBC guideline: Documented
Field Reviews During Implementation or Construction (PDF, 369KB).

Field reviews for in-plant inspection are the responsibility of the ministry’s in-plant
inspection agency as described elsewhere in this manual.

Any proposed changes from the ministry accepted General Arrangement Drawings,
Structural Design Drawings or Shop Drawings must be accepted by a Ministry
Engineer prior to implementation. This Ministry Engineer shall contact the Design
Engineer to discuss any significant proposed changes.

1.11 ECONOMICS
Provided that all safety and durability provisions are met, cost effectiveness of the
structure shall be considered in selecting the structure type and materials.

1.12 SAFETY
In the interpretation and application of Ministry bridge standards, the primary concern
shall be safety, including but not limited to bridge users, the public, ministry staff,
inspectors, and construction and maintenance workers.

All work shall be carried out in full conformance with WorkSafe BC requirements.

1.13 NAVIGATION REQUIREMENTS

Bridge construction projects shall comply with navigation requirements and referral
processes specified by Transport Canada, who administers the Navigation Protection Act
(formerly known as the Navigable Waters Protection Act). Transport Canada’s mandate
includes protection of the public right of navigation.

Commentary

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Transport Canada provides guidance for owners of works regarding their obligations
and options under the Navigation Protection Act (NPA) as part of their Navigation
Protection Program.

1.14 ENVIRONMENTAL REQUIREMENTS

This section provides an overview only and should not be considered a full description of
all environmental requirements.

Bridges and their associated works shall be designed and constructed in compliance with
all established environmental requirements.

A bridge project shall include assessment of possible environmental effects due to

construction and shall limit any adverse effects. Timing and methods of construction
may be affected by government agency environmental requirements.

“Environmental Management Plans” and “Environmental Monitoring” are typically

required for bridge projects. (see Chapter 4 of the Ministry’s Engineering Manual for
details).

Where existing structures are being removed as part of the new construction process,
proper approvals from local government offices shall be received for any waste disposal
needs (e.g.; dealing with treated wood and occasionally metal culverts.)

Commentary
The BC Ministry of Environment and Parks (ENV) is concerned with protecting water,
land and air quality; managing flood and erosion control; and protecting the population
and habitat of animals and resident fish species. ENV administers various Acts relevant
to bridge or major culvert construction.

Fisheries and Oceans Canada (DFO) is the lead federal government department
responsible for protecting anadromous fish species and their habitat by administering the
Fisheries Act and Regulations. Helpful information is provided by DFO on their website
Projects Near Water.

The Forest Planning and Practices Regulation (FPPR) contains some pertinent
environmental requirements that need to be met.

1.15 SITE PLANS

Site plans shall conform to the requirements of Bridge Site Plan Standards (PDF, 33KB)
and shall be prepared by capable survey and drafting staff working with guidance from an
engineer experienced in forest bridge design.

Commentary
Professional engineering guidance will help to ensure that surveying and site plan
presentation will allow engineering design work to be efficiently undertaken.

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1.16 HYDROTECHNICAL DESIGN

Bridge design and scour protection shall be based on the requirements in this sub-section.

1.16.1 HYDROLOGIC DESIGN

The Bridge Hydrologic Design Standards (PDF, 92KB) provides detailed ministry
requirements for hydrologic design, which includes reference to the

Manual of Operational Hydrology in British Columbia, B.C. Ministry of Environment

(PDF, 10.5MB)

1.16.2 RIPRAP
The Riprap Standards (PDF, 208KB) provide specifications for rock riprap quality,
sizing and placement when riprap is required for scour protection, or other uses, at
ministry bridge sites.

1.17 DESIGN FOR WILDFIRE RESISTANCE

1.17.1 CHOICE OF BRIDGE COMPONENT MATERIALS
Choice of bridge component materials is critical to designing fire-resistant bridges.
Exposed wood (treated or untreated), geosynthetics, plastics and aluminum
components are quickly and severely damaged in wildfires compared to concrete and
steel components. Concrete bridges are typically the most fire resistant.

Engineers preparing General Arrangement Designs shall consider the wildfire risk and
the importance of fire-resistance specific to a design site and shall specify bridge
component materials accordingly.

Commentary
Details relating to wildfire effects on bridge components can be found in FLNR Post-
Fire_Bridge_Assessment_Procedures (PDF, 3.7MB).

1.17.2 FLAMMABLE MATERIALS NEAR BRIDGE SITES

Engineers preparing bridge General Arrangement Designs shall consider the wildfire
risk and the importance of fire-resistance specific to a design site and shall specify site
modifications and material disposal requirements accordingly.

Commentary
Not all vegetation adjacent to a bridge site is highly flammable. For example, green
deciduous vegetation and other wet area vegetation is not considered to substantially
increase fire risk to a bridge.

Examples of problematic materials near a bridge would include dry standing dead
timber or branches, and piled wood which could include brush or discarded
components from a previous bridge such as decking, curbs, and other wood
components.

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1.18 BRIDGE GEOMETRY & ALIGNMENT

1.18.1 GENERAL
Bridge horizontal alignment, vertical alignment and plan geometry shall be designed
in accordance with this section and Section 3: Loads, to suit site conditions, to
accommodate present and future anticipated traffic, and to meet road user safety and
stopping sight distance criteria.

1.18.2 APPROACHES
Bridge approaches shall meet the following requirements:

• The approach road alignment (vertical and horizontal) shall provide a smooth
transition to the bridge;
• Approach road vertical curves shall be utilized where required but shall not
extend onto the bridge deck;
• Where economically possible, bridge decks shall not be flared, and road
approaches shall have a minimum 5 m length, immediately at the end of the
bridge, that is tangent (vertical and horizontal) to the bridge;
• Bridge approaches shall have adequate and practically maintainable drainage
controls that minimize sediment deposition onto bridge decks and into streams;
• Except where unavoidable, bridges shall be located away from the low point of
a sag curve in the vertical alignment of the road profile.
• Unless otherwise specified by the Ministry, a vehicle pullout shall be provided
at one end of a single lane bridge (within both approach sight lines) to
accommodate passing vehicles. Pullouts may be needed at both ends of the
bridge for long bridges or for other safety reasons.

Commentary
Most FSR bridges have narrow (≤ 6.0 m) single lane widths that clearly do not allow
two-way traffic on the bridge. When vehicles travelling in opposite directions meet
near such a bridge, one vehicle needs to wait at the end of the bridge to allow the
other vehicle to cross. Pullouts at such bridge sites provide the needed space for the
waiting vehicle.

Bridge and approach fill design and construction, if not carefully undertaken, may
result in substantial and potentially hazardous potholing at the end of bridge decks.

Additional information related to bridge approach roadway design is available in the

Engineering Manual, and in a guidance document entitled Standardizing the Design
of Approach Alignment to Bridges on Forestry Roads in British Columbia: Review
and Analysis (PDF, 3.1MB) which was created by FP Innovations for the Ministry.

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1.18.3 VEHICLE HORIZONTAL TRACKING REQUIREMENTS

In addition to the standard bridge widths described in Section 3: Loads, vehicle

horizontal tracking requirements shall be considered when determining appropriate
bridge widths for sites that are not on straight horizontal alignments.

The WB-19 design tracking vehicle, as described in the AASHTO publication

“Geometric Design of Highways and Streets," and as shown below, is to be used
together with a minimum clear distance to guardrails of 500 mm unless otherwise
specified by the Ministry Engineer.

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Figure 1.1: WB-19 Design Tracking Vehicle

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Commentary
The following reference documents published by FPInnovations are
available on the Ministry website for designers to review:
Standardizing the Design of Approach Alignment to Bridges on Forestry
Roads in British Columbia: Review and Analysis
and Field Testing to Validate Standardized Bridge Approach Curve
Design Recommendations.

1.18.4 DECK WIDTH

[Link] General
Bridge deck widths shall comply with Ministry standard bridge deck
geometry, as described in Section 3: Loads, Section 9: Wood Structures,
Section 10: Steel Structures, and on Ministry standard drawings.

Deck widths shall be specified in increments of 610 mm (2’) (e.g.; 4.267

m, 4.876 m, 5.468 m, etc.)

Commentary
Additional information related to bridge width determination in locations
with horizontal roadway curves is available in Standardizing the Design of
Approach Alignment to Bridges on Forestry Roads in British Columbia:
Review and Analysis (PDF, 3.1MB).

[Link] Deck Flares

Standard 610 mm deck flares may be specified for steel girder composite
concrete deck bridges, as per the STD-EC-030 standard drawing series.

Where possible, deck flare lengths shall be approximately 6 m, however if

necessary, the minimum length may be 3 m.

Commentary
Deck flares complicate bridge design and construction, however may be
beneficial at some sites with challenging horizontal alignments.
Standardizing the flare width at 610 mm allows repeatable designs which
is beneficial from an economic and quality control/assurance perspective.

Designing deck panels to be both skewed and flared is discouraged due to

the unusual level of complication.

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1.18.5 BRIDGE SKEW

[Link] General
Bridge skew shall be specified in increments of 5 degrees (e.g.; 5, 10, 15,
etc.) and is allowed for two types of bridges as described in this section.

Standard square bridge details shall be modified as required for skewed

bridges.

[Link] Concrete Slab Girder Bridges

Maximum skew = 30 degrees.

[Link] Steel Girder Bridges with Composite Concrete Decks:

Table 1.1: Max. Skews for Steel Girder Bridges with Composite
Concrete Decks

Bridge Length (m) Max. Skew (degrees)

< 20 30

20 to 41 15

> 41 0

1.18.6 DECK GRADIENT

The longitudinal gradient on bridge decks shall be less than or equal to 4 %.

Commentary
Standard bridges are not intended for use at higher gradients. Steeper grades are
particularly challenging where bridges may be used in snow and ice conditions.

1.18.7 DECK DRAINAGE

No bridges are permitted to be designed in such a manner that water will “pond” on
the deck.

Deck drainage on steel girder bridges with concrete decks shall be aided by providing
a 2% transverse cross-fall to either side from a crowned centreline.

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1.18.8 STEEL GIRDER LENGTHS

Where possible, steel girders shall be specified to have out-to-out lengths in increments
of 3.048 m (10’).

Commentary
Steel plate is procured by fabricators in these increments therefore economic benefits
result.

1.18.9 CAMBER

[Link] General
Camber shall be specified on the Structural Design Drawings and shall be
determined by the Structural Design Engineer to provide for a smooth
running surface across the length of the bridge.

Structural designs shall be detailed to ensure that concrete slab girders are
in full contact with bearing pads at each abutment.

If a Structural Design Engineer cannot practically meet these

specifications with their design, they shall contact the Ministry Engineer
during the design process to discuss the challenges and propose alternate
specifications that can be met.

When preparing General Arrangement Designs, GA Engineers shall

consider the challenges described above, and in the commentary below,
that may be experienced relating to camber for multi-span bridges and
skewed bridges.

Commentary
Excessive camber can cause fit-up problems with some bridge components
during installation.

Excessive camber on individual spans of multi-span concrete slab girder

bridges can create uncomfortable driving conditions.

Camber of skewed concrete slab girders can cause challenges installing

girders to properly bear on typical ministry rubber bearing strips.

Precast fabricators may have limited practical ability to provide concrete

slab girders with camber that is different from the camber of their normal
casting beds.

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[Link] Concrete Slab Girders

Concrete slab girders with spans > 8 m shall be cambered for 115% of the
design dead load deflection. For shorter spans, camber may be in
accordance with the foregoing, or the spans may have no camber.

Commentary
Concrete slab bridge decks do not have cross-falls. Camber will assist in
precluding ponding on these decks for spans > 8 m.

[Link] Steel I-Girders with Concrete or Wood Decks

Steel I-girders with spans > 16 m shall be cambered for 115% of the
design dead load deflection. For shorter spans, camber may be in
accordance with the foregoing, or the spans may have no camber.

Commentary
Standard MOF concrete bridge decks on steel I-girders have cross-falls
which will preclude ponding on the deck when no camber is provided.

[Link] All-Steel-Portable Girders

ASP Girders may have no camber. If camber is provided it shall be no

more than 115% of the design dead load deflection.

1.19 SIGNS AT BRIDGE SITES

Bridge sites shall have, at minimum, the following signs:

• Approaches on both sides of the bridge shall be provided with “Narrow

Structure” (BC MoTI W-051, 750 mm x 750 mm) warning signs.
• Each end of the bridge shall have one “hazard marker-left” and one “hazard
marker-right” (i.e.; BC MoTI 300 mm x 900 mm hazard marker warning signs:
one W-054-L and one W-054-R) attached to the bridge guardrails at the ends of
the bridge.
• If a bridge has various deck widths along its length (i.e.; has deck flares) a
“hazard marker-left” or “hazard marker-right”, as appropriate, shall be attached
to the guardrail at the narrowest deck location (i.e. near the kink in the guardrail.)
• Bridge load posting signs, if required (refer to Section 14: Evaluation for
additional information).

Commentary
BC MoTI signs are described on the BC MoTI Traffic Signs & Pavement Marking
webpage.

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1.20 MATERIALS
1.20.1 NEW MATERIALS
Unless otherwise approved by a Ministry Engineer, all materials used for the
construction of bridges must be in accordance with this manual and shall be new.
The materials or material combinations must conform to applicable CSA, ASTM or
other standards and must have the appropriate supporting identification.

1.20.2 USE IN ACCORDANCE WITH SPECIFICATIONS

All material shall be used in accordance with the manufacturer’s specifications and
relevant CSA standards, unless otherwise specified by ministry standards or a
Ministry Engineer.

1.20.3 MATERIAL AVAILABILITY DESIGN CONSIDERATIONS

The Design Engineers shall investigate and confirm availability of materials prior to
finalizing designs.

1.21 BRIDGE DECK SURFACE SAFETY CONSIDERATIONS

Design Engineers shall determine and detail bridge deck surfaces for safety considering
anticipated traffic usage at a site. Some issues to be considered are:

• The anti-skid wearing surface on All-Steel-Portable (ASP) bridge decks typically

wears off quickly resulting in a smooth steel deck surface with a relatively poor
coefficient of friction;
• Un-grouted longitudinal joints in decks (e.g.; between concrete slab girders or
between ASP modules) and lifting slots or holes in ASP deck plates may create
hazards and steering difficulties for motorcycle or bicycle traffic;

1.22 DESIGN FOR LIFTING, TRANSPORTATION AND INSTALLATION

The Structural Design Engineer shall consider lifting, transportation and installation
procedures as part of the design of the bridge. They shall consider the weight of materials,
work crews and equipment supported during construction when designing the bridge.

Refer to Section 3: Loads for some details, and Section 8: Concrete Structures for precast
lifting anchor design requirements.

1.23 BRIDGE IDENTIFICATION STANDARD

The Bridge Identification Standard (PDF, 28KB) provides detailed specifications for
identification methods that are required to be utilized by fabricators prior to supplying
bridges to the Ministry.

Commentary
A fabricator is required to provide identification information about the bridge via

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markings on each bridge that consist either of painted lettering or information on an

engraved metal plaque.

1.24 WEIGHT MARKING ON COMPONENTS

Bridge components with weights exceeding 5,000 kg shall have their weight identified on
the component or on a long-lasting weatherproof tag attached to the component, for
reference when lifting and handling.

1.25 LIFTING
Components shall be lifted in accordance with the procedures and limitations specified on
the structural design drawings and any other applicable installation procedures.

1.26 TRANSPORTATION
1.26.1 GENERAL
Components shall be designed, supported, handled and transported in such a way that
they sustain no damage during transportation.

1.26.2 CONCRETE COMPONENTS

Concrete components shall be transported after the 28-day design strength has been
achieved unless the design engineer has confirmed in writing or indicated on the
drawings that the elements can be shipped at a lower strength.

1.26.3 STEEL I-GIRDERS

The bridge supplier shall provide a transportation plan prepared by an engineer to the
Ministry if the I-girders are proposed to be transported “on the flat”.

1.27 INSTALLATION
In addition to installation requirements in other sections of this manual, the requirements
described in this section shall apply.

1.27.1 BRIDGE INSTALLATION PROCEDURES

The bridge installer shall follow bridge installation procedures prepared by the Design
Engineer or alternative procedures prepared by an installation engineer. These
procedures shall be accepted by a Ministry Engineer prior to use.

1.27.2 CONSTRUCTION TOLERANCES

Where construction tolerances are not shown on the drawings or otherwise specified in
contract documents, bridge components shall be laid out and constructed so final
locations shall not differ from the positions shown on the drawings by more than the
tolerances provided in the following table:

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Table 1.2: Construction Tolerances

Item Allowable Tolerance

Bridge Superstructure Horizontal Location: ± 150 mm

longitudinal direction

Bridge Superstructure Horizontal Location: ± 50 mm

transverse direction

Horizontal location of substructure elements ± 50 mm

relative to superstructure:
pile heads, posts, footings, retaining walls

Maximum deviation from plumb or specified 20 mm per m

batter for: piles

Maximum deviation from plumb or specified 5 mm per m

batter for: posts

Horizontal location of anchor bolt groups ± 15 mm

Vertical location of bridge seats ± 10 mm

Any deviation from the final drawings beyond the above tolerances shall be
satisfactorily corrected by the bridge contractor at their own expense.

1.27.3 CLEAN GIRDERS

Girders shall be supplied and installed clean and free of shop marks.

1.27.4 SITE CLEAN-UP

All project sites shall be cleaned up following completion of construction and before
final demobilization. Site clean-up shall include the removal of all equipment,
formwork, materials, trash, construction debris, and dirt and debris on the bridge
girders, decks and bearings.

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2. DURABILITY AND SUSTAINABILITY

2.1 GENERAL
This section discusses durability and sustainability requirements with a broad lens,
including a focus on design life, superstructure types, acquisition methods,
certification requirements, quality control, quality assurance, engineering roles and
responsibilities, and documentation requirements.

2.2 DESIGN LIFE

2.2.1 DURABLE STRUCTURES (45 YEAR DESIGN LIFE)
New structures (stationary, portable and semi-portable) shall be durable, with a
minimum design life of 45 years, except for structures that are exempted by a
Ministry Engineer for a specific project (e.g.;log bridges, fully untreated wood decks,
untreated wood guardrails, log culverts, etc.)

Material selection, design and quality control shall ensure that the design life of
components is achieved.

Special detailing to address corrosion concerns shall be provided for bridges in

corrosive environments, including where bridges will be exposed to de-icing salts or
dust-control salts on the bridge or on roads in the vicinity of the bridge.

Commentary
While Ministry bridges are industrial in nature, compromises in design or
construction are often not acceptable. Industrial users and the Ministry are typically
not prepared to easily address major bridge maintenance problems. Additional
initial bridge cost is therefore generally preferable to increased future maintenance
or repair requirements.

For decades the Ministry has had a standard bridge design life specified as 45 years
for bridges composed of durable materials. This allows these FSR bridges to be
relatively economical and simple to design, fabricate and install when compared to
typical highway or municipal bridges which are required to have a longer design life
(e.g.; CHBDC requires 75 years).

De-icing salt is typically not applied on FSR bridges which assists in obtaining 45-
year design life with relatively economical bridge detailing. Dust control surfacing
applied occasionally to some FRSs may cause bridge corrosion effects similar to
those caused by de-icing salts.

2.2.2 STANDARD DURABLE SUPERSTRUCTURE TYPES

Unless otherwise specified or accepted by a Ministry Engineer, bridge superstructures
shall:

• be composed of durable materials;

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• have a design life of at least 45 years;

• have steel guardrails (except on timber decks); and
• be one of the following standard types:

Stationary Bridge

• Steel girders with composite concrete deck panels;

• Concrete slab girders with grouted shear connection between girders;
• Prestressed concrete box girders with grouted shear connection between
girders;
• Compo-I girder with composite concrete deck panels; or
• Compo-Inverted Channel girder with grouted shear connection between
girders.

Semi-Portable Bridge

• Steel girders with removable non-composite concrete deck panels;

• Steel girders with treated timber deck panels and untreated continuous
running planks;
• Concrete slab girders with welded shear connection between girders.

Portable Bridge

• Steel girders with treated timber deck panels and untreated panelized
running planks;
• Concrete slab girders without shear connection between girders;
• Two All-Steel-Portable modules; or
• Two Treated All-Timber-Portable modules.

Commentary
The Ministry has Standard Drawings for all the superstructure types described
above (except prestressed concrete box girders- see Section 8: Concrete Structures
for additional guidance relating to prestressed concrete box girders.)

2.2.3 STANDARD DURABLE SUBSTRUCTURE TYPES

Refer to Section 6: Foundations and Geotechnical Systems for information about
standard durable substructure types.

2.2.4 REPLACEABLE COMPONENTS ON DURABLE BRIDGES

The following allowable standard components on durable bridges (that have a 45
year design life) are generally not expected to meet the 45 year design life
requirement (i.e.; they are considered to be replaceable components):

• All-Steel-Portable deck coating;

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• Non-composite concrete deck transverse joint seals;

• Longitudinal joint filler between concrete slab girders with welded shear
connectors;
• Untreated wood running planks;

Replaceable components shall nonetheless be designed and constructed in

accordance with all standards and specifications and all efforts shall be made to
maximize their service life and minimize maintenance and repair requirements.

2.2.5 PRIME STATIONARY BRIDGES

Prime Stationary Bridges are designed for installation at a single site with the intention
that the bridge will provide the highest quality Ministry standard safety and service for
at least a 45 year design life with minimal required maintenance. They are intended
to be used at sites with unusually high requirements (relative to typical FSR sites) for
user safety and service.

If considered appropriate, Ministry Engineers may specify that bridges be designed

and constructed as Prime Stationary Bridges for sites that have some of the following
anticipated attributes:

• High traffic volume;

• High traffic speed;
• Long-term access requirement;
• Critical access requirement;
• Community access requirement;
• Double lane;
• Need to minimize maintenance;
• High-risk road/bridge alignment issues.

If a bridge is specified by the Ministry to be designed as a Prime Stationary Bridge, it

shall meet the following requirements:

• All major bridge components (including ballast walls, guardrails and approach
barriers) are steel or concrete;
• The deck surface is concrete with no longitudinal joints that are un-grouted
and no regular transverse joints that are un-grouted;
• The bridge has CL-3 bridge guardrails that are connected to ministry standard
approach barriers which are anchored into the approach fills;
• Interlocking concrete blocks are not used;
• Driven piles are used for substructures unless spread footing substructures are
designed and installed to have exceptionally low scour risk at the site;

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• The bridge is designed to pass, with minimal consequences, 100 year return
period events for:
o floods, including debris;
o ice; and
o debris flows;
• If applicable, the bridge is qualitatively designed in accordance with Section
4: Seismic Design.

Commentary
The Ministry will commonly specify and accept bridges that are not Prime Stationary
Bridges. A Prime Stationary Bridge utilizes specific ministry bridge standards options
that will minimize ongoing maintenance requirements while maximizing structure
resilience and user safety attributes.

Although not specifically required for design purposes, it is likely that Prime
Stationary Bridges will commonly have a design life of 75 years.

2.3 CONSIDERATIONS FOR CHOICE OF SUPERSTRUCTURE TYPE

Superstructures shall be designed to be appropriate for a specific project.

Commentary
The following information is provided to help guide the choice of superstructure type
for typical single-lane, simply supported, single-span bridges.

For spans 14 m or less, concrete slab girder structures are typically economical.
They are particularly conducive where there are alignment issues such as skews or
where extra roadway width is required to accommodate vehicle tracking on curves.
Grouted connections between girders provides a high-quality standard ministry deck
type for stationary bridges.

For semi-portable bridges, non-composite concrete decks on steel girders may be

economical. The bolted deck connections provide for bridge removal and use
elsewhere. Long term maintenance of deck joints between concrete deck panels for
non-composite bridges can be problematic.

For stationary spans greater than 15 m, composite concrete decks on steel girders
are typically the most economical. Concrete composite deck panel installation
involves substantial grouting that requires careful attention to field installation
quality control. Bridges with composite deck panels are not easy to dismantle if they
are required to be moved to a new location.

For crossing sites requiring a portable bridge, an economical solution may be a

panelized treated timber deck on steel girder superstructure or an all-steel-portable
superstructure. All-steel-portable superstructures have many use-restrictions, as

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noted on the Standard Drawings. Timber decked bridges require substantial

ongoing maintenance and have a relatively high vulnerability to wildfire damage,
however they may be desired where lugged vehicles or tracked vehicles may damage
bridge decks; timber running planks may be frequently, and relatively easily,
replaced in these locations.

2.4 FSR BRIDGE ACQUISITION METHODS

2.4.1 CONTRACTS MANAGED BY MINISTRY STAFF
Commentary
Many FSR bridges are designed, supplied and installed through contracts directly
managed by Ministry staff.

[Link] Obtaining Structural Design Drawings

Commentary
The following describes two methods commonly used by the Ministry for
obtaining bridge Structural Design Drawings (SDD).

[Link].1 Pre-Design Method

Commentary
The “pre-design” method entails the preparation of both the bridge
General Arrangement (GA) design drawings and Structural Design
Drawings (SDD) prior to contracting for bridge supply and/or
installation. Typically the ministry hires an engineering consultant to
produce the design drawings, however occasionally Ministry Engineers
may prepare the GA drawings and/or SDD.

By using this method, all details of the final product are known prior to
issuing a supply or supply/install contract which reduces risk to the
Ministry.

This method can be beneficial by creating a SDD that is “shelf-ready”

for rapid supply when budget becomes available. Another benefit is that
it allows structural design engineering to be undertaken by Engineers
who are not determined through a contract solicitation that is based
primarily on lowest price submitted by a contractor for a project.

This method is especially beneficial for unusual crossings that require

specialized professional bridge engineering expertise to develop an
optimum final solution prior to contracting for supply and installation.

For many stationary durable bridge projects, the most efficient process
will be to use the pre-design method, then contract for a combined
supply and install contract.

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[Link].2 Contractor-Design Method

Commentary
With this method, GA design drawings are arranged by the ministry either
through an engineering consultant or by a Ministry Engineer. The
responsibility for subsequent structural bridge design is included in a
contract for supply, or a contract for supply and installation, of the
bridge. In this scenario the Ministry needs to review and approve design
drawings after a bridge supply price has been established. This may make
it more challenging (compared to the pre-design method) to obtain SDDs
that are fully satisfactory to the ministry. A benefit is that the Structural
Design Engineer (SDE) can work with the supplier to create SDDs that
are highly efficient for the supplier.

[Link] Arranging Supply and Installation

Commentary
The following describes two methods commonly used for arranging supply
and installation of bridges. Each of the methods can be used with either a
pre-design method or a contractor-design method for obtaining SDDs.

[Link].1 Combined Supply and Install Contract

Method

Commentary
With this method, bridge supply and bridge installation are combined in
one contract.

This method is generally preferable to the separate supply contract &

install contract method because it reduces ministry contract management
complications and provides streamlined processes and communications
between individuals involved in supply and those involved in installation.

[Link].2 Separate Supply Contract & Install Contract

Method

Commentary
With this method, a bridge supply contractor is responsible to supply,
but not install, a bridge. Installation of the bridge at a bridge site in
accordance with the detailed bridge design drawings and conceptual
drawings is accomplished through a subsequent contract independent of
the supply contract.

This method may create contracting complications due to the Ministry

Contract Representatives and Ministry Engineer being required to take

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on additional responsibilities in managing arrangements between a

supply contractor and an installation contractor. Additionally, if pre-
design has not been undertaken, the Ministry Engineer may need to
communicate assumed installation equipment and methods to a supply
contractor so their SDE will be able to design the components in a way
that will suit the Ministry’s anticipated installation contractor.

This method is most appropriate if the ministry is purchasing portable

bridges when the actual installation sites are unknown at the time of
purchasing.

2.4.2 CONTRACTS NOT MANAGED DIRECTLY BY THE MINISTRY

[Link] General
Some FSR bridges are designed, supplied and installed through contracts
that are not directly managed by Ministry staff. Typically, this situation
occurs when a bridge project is managed by a proponent (e.g.; a Road Use
Permit holder or a Timber Sale License holder). These projects require
the proponent to receive Ministry authorization prior to proceeding. A
Ministry Engineer shall be involved in communications with the
proponent as these projects are planned and implemented. These projects
shall be undertaken in accordance with this manual even though the
contracts are not directly managed by the Ministry.

[Link] Significant Road Work Authorization Process

The following process shall be used when bridge projects are undertaken
through contracts not managed directly by the Ministry:
Guidelines for Applying for Significant Road Work Authorization in
relation to a Forest Service Road.

2.5 ENGINEERING ROLES AND RESPONSIBILITIES FOR PROJECTS

2.5.1 GENERAL
Projects shall involve engineers as appropriate and as described in this section.

The six primary engineering roles in a typical new FSR bridge construction project are
listed below and further described subsequently in this section:

• Coordinating Registered Professional (CRP);

• General Arrangement Engineer (GAE);
• Structural Design Engineer (SDE);
• In-plant Quality Assurance Engineer (In-plant QA Engineer);
• Construction Assurance Engineer;

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• Ministry Engineer.

A Standard Drawing Engineer does not fulfill any of the roles listed above for a specific
project unless they are actively involved with the project as it is being undertaken and
they agree to accept the responsibilities.

Continuity of engineering services shall be provided for projects. If continuity of

services from an engineer is not possible for the duration of the project, relevant
information shall be passed forward to engineers joining the project after it has
commenced.

Where possible, projects shall be coordinated so that the General Arrangement Engineer
is also the Construction Assurance Engineer.

Commentary
For many projects one engineer will be responsible for more than one engineering role.

Two possible examples (among many) for a new bridge construction project are:

• Example 1 (common when the “Contractor-Design” method is used):

o Engineer 1: GAE and Construction Assurance Engineer;
o Engineer 2: Ministry Engineer;
o Engineer 3: SDE;
o Engineer 4: In-plant QA Engineer;
o Engineer 5: CRP.

• Example 2 (common when the “Pre-Design” method is used):

o Engineer 1: Ministry Engineer;
o Engineer 2: GAE, SDE and Construction Assurance Engineer;
o Engineer 3: In-plant QA Engineer;
o Engineer 4: CRP.

Two possible examples (among many) for a bridge project involving previously used
components (e.g.; installation of a used portable bridge) are:

• Example 1:
o Engineer 1: GAE, SDE, Construction Assurance Engineer;
o Engineer 2: Ministry Engineer;
o Engineer 3: CRP.

• Example 2:

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o Engineer 1: GAE, substructure SDE;

o Engineer 2: Ministry Engineer;
o Engineer 3: Construction Assurance Engineer, superstructure SDE;
o Engineer 4: CRP

One example (among many) for a bridge repair/retrofit project (e.g.; replacing timber
guardrails with steel guardrails, replacing timber deck panels on a steel girder bridge,
etc.):
• Example:
o Engineer 1: Ministry Engineer, GAE, SDE and Construction Assurance
Engineer;
o Engineer 2: In-plant QA Engineer
o Engineer 3: CRP.

Simple maintenance work (e.g.; cleaning, minor painting, replacement of non-structural

components with identical replacement components, minor improvements to scour
protection, minor grout repairs, etc. typically do not require involvement of most of the
engineers described in this section.)

2.5.2 COORDINATING REGISTERED PROFESSIONAL

The CRP shall be responsible for coordinating a project (see Ministry Engineering
Manual and EGBC website for details.)

2.5.3 GENERAL ARRANGEMENT ENGINEER

The General Arrangement Engineer is responsible for a drawing set showing site
information, site works, and some structural design information for a specific site.

Frequently for small, simple projects the GA Engineer is responsible for geotechnical
engineering, road design, and hydrotechnical engineering. For other projects, specialist
engineers may be responsible for these aspects of a project.

The GA Engineer and/or the Construction Assurance Engineer may also be considered
to be the Structural Design Engineer for a project if there is no other engineer actively
involved with the project responsible for this role.

2.5.4 STRUCTURAL DESIGN ENGINEER

The Structural Design Engineer is responsible for the structural design of a specific
component or specific structure. This includes taking structural engineering
responsibility for the use and application of Ministry Standard Drawings or previously
used components for a specific project.

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Structural Design Engineers are responsible for review of Shop Fabrication Drawings
that are prepared for a project to ensure they are satisfactory. Documentation of this
review shall be provided by the Structural Design Engineer to the Ministry Engineer
prior to the Ministry Engineer accepting the Shop Fabrication Drawings.

A specific bridge project must have at least one SDE that is actively involved in the
project.

If one engineer is the substructure SDE and another engineer is the superstructure
SDE, at least one of these SDEs, or another SDE, must take responsibility for the
connections between the substructure and the superstructure, as well as for the overall
structural design of the bridge.

If a portable bridge superstructure was not designed for use at a specific site, or if it is
being moved from one site to another, there shall be a SDE actively involved with the
project who takes responsibility for the structural design of the superstructure for the
site, including consideration of any superstructure deterioration or damage. In this
situation the superstructure will have an original SDE and a SDE for its use at the site.

Commentary
Some of the requirements above are meant to ensure that projects re-using portable
superstructures are not undertaken with GA Engineers and/or Crossing Assurance
Engineers assuming the SDE that originally designed a portable superstructure can be
considered the SDE for any/all bridge projects utilizing the portable superstructure
throughout its design life, even when the original SDE is unaware of the project.

2.5.5 IN-PLANT QUALITY ASSURANCE ENGINEER

When involved in a project, the In-plant QA Engineer is responsible for:

• Physical Quality Assurance inspections of bridge components at fabrication

plants;
• Quality Assurance review of documentation relating to fabricated and other
components;
• Preparation of a Fabrication Quality Assurance Statement.

Additional details are provided in the sub-section relating to in-plant QA inspections.

2.5.6 CONSTRUCTION ASSURANCE ENGINEER

The Construction Assurance Engineer is responsible for:

• Directing installation field reviews;

• Completing a Construction Assurance Statement; and

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• Preparing record drawings.

The GA Engineer and/or the Construction Assurance Engineer may also be considered
to be the Structural Design Engineer for a project if there is no other engineer actively
involved with the project responsible for this role.

Commentary
Some of the requirements above are meant to ensure that projects re-using portable
superstructures are not undertaken with GA Engineers and/or Crossing Assurance
Engineers assuming the SDE that originally designed a portable superstructure can be
considered the SDE for any/all bridge projects utilizing the portable superstructure
throughout its design life, even when the original SDE is unaware of the project.

2.5.7 MINISTRY ENGINEER

[Link] Project Proponents to Ensure Ministry Engineer Involvement

Ministry staff involved with projects and individuals outside the Ministry
that lead projects are responsible for ensuring that a Ministry Engineer is
involved with every project throughout the life of the project.

[Link] Summary of Ministry Engineer Responsibilities

Ministry Engineer responsibilities for each project include (at minimum):

• Provision of specific guidance for a project relating to use of

bridge standards;
• Review and acceptance of Design Drawings, Shop Fabrication
Drawings and specifications;
• Review and acceptance of any significant design or construction
changes;
• Liaison with the Ministry’s in-plant quality assurance (QA)
inspection agency (details provided in the sub-section relating to
in-plant QA inspections);
• Ensuring final documentation is appropriately prepared and
utilized.

[Link] Accepting Drawings Prepared by Others

The disclaimer provided in this section shall be used when Ministry
Engineers routinely accept drawings prepared by others for projects on
FSRs. Depending on circumstances, a Ministry Engineer may need to
revise the disclaimer.

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The Ministry Engineer shall ensure that drawings are authenticated

appropriately by others and are attached to the acceptance email sent by
the Ministry Engineer.

The acceptance e-mail is required to be filed as official documentation for

the project. Refer to the Heads-up Notice of Impending Project Requiring
QA Inspections sub-section for details regarding cc’s that may also be
needed, and other related details.

The disclaimer should not be used in Ministry Engineer emails discussing

drawings that are not fully accepted. For example, a Ministry Engineer
may review submitted drawings and request changes to them prior to
providing ministry approval.

Ministry Engineers shall require that sealed drawings they accept have
indicated the name of the individual that undertook checking/review, and
the date that checking/review was accomplished.

Standard Disclaimer
The drawings attached to this email (or email string) have been accepted by the
Ministry (the Regulatory Authority) to allow a project to proceed. A regulatory review
of some or all the drawings (or previous versions of the drawings) has been undertaken
by the Ministry and comments may have been provided, however the undersigned has
not undertaken detailed technical review and is not responsible for the professional
aspects or accuracy of the engineering work shown on the drawings.

Commentary
Accepting drawings on behalf of the Ministry is an important step in a
project. A standard disclaimer was developed because there was
previously sometimes a misperception that Ministry Engineers routinely
accepting drawings prepared by others were formally performing
professional technical review functions.

In some circumstances a Ministry Engineer may be working unusually

closely in cooperation with a consultant in the preparation of certain
drawings. In these cases, the disclaimer would not be appropriate, and
the Ministry Engineer’s name and role would likely be required to be
noted on the drawings. For example, a Ministry Engineer may have
agreed to provide formal professional technical review services in
cooperation with a consultant on a project.

Engineers and Geoscientists BC provides helpful information relevant to

this topic in their Practice Advisory: Professional Conduct Between
Submitting Professionals and Authorities having Jurisdiction.

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2.6 ENGINEER QUALIFICATION REQUIREMENTS

2.6.1 LICENSING
Engineers responsible for FSR bridge work must be licensed by EGBC, or if the
Engineer is a forest professional they must be licensed by Forest Professionals BC
(FPBC) and undertaking types of engineering work specifically allowed by EGBC,
FPBC and the Ministry Engineering Manual.
2.6.2 EXPERIENCE
Engineers must have successfully completed, and taken full responsibility for by
authenticating, work similar to the work they propose to undertake for a specific
project, for at least 5 bridges in the Province of BC similar in size, scope, and
complexity to the specific project, within the 5 years prior to the specific project.
Alternatively, Engineers must have equivalent bridge engineering experience that
confirms a sufficient ability to undertake work associated with a specific project.
Proof of meeting experience requirements must be provided, upon request, to a
Ministry Engineer and must be accepted by the Ministry Engineer.
Proof must include: the name and contact information of the Engineer, representative
bridge engineering work authenticated by the Engineer, and names and contact
information for clients of the previous bridge engineering work undertaken by the
Engineer.
2.7 CONCRETE FABRICATOR CERTIFICATION REQUIREMENTS
2.7.1 CERTIFICATION FOR STRUCTURAL PRECAST CONCRETE

[Link] General
Fabricators responsible for precast concrete fabrication (except for
concrete roadside barriers and unreinforced interlocking blocks which are
addressed in a different sub-section) must be certified, at the time of
bidding and for the duration of fabrication, in accordance with CSA A23.4
“Precast Concrete- Materials and Construction” as described in the two
tables below, by:
- the CSA Group Testing & Certification Inc.; or
- the Canadian Precast Concrete Quality Assurance Certification
Program (CPCQA).

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[Link] Bridge Components

The following table applies for bridge components:

Table 2.1: Acceptable CSA A23.4 Fabricator Certification

Categories for Precast Structural Components for Ministry Bridges
(Note: fabricators are limited within each category in accordance with any limitations
specified by the certifying agency).
Category Category Sub- Sub-category Examples of Precast Structural
/Group /Group category Name Components for Ministry Bridges
ID Name ID

* Bridges
B

Precast bridge Reinforced non-prestressed

products components:
B1
(e.g. slab girders, compo-girders,
deck panels, ballast walls, cap beams,
footings, abutments, etc.).

Prestressed No ministry standard or typical

miscellaneous components.
B2** bridge
products

Prestressed Prestressed (with straight strands)

straight strand superstructure components (e.g.
B3*** bridge prestressed box girders or prestressed
members slab girders).

Prestressed No ministry standard or typical

deflected components.
B4**** strand bridge
members

Footnotes:
* If a fabricator is certified in a category that has an A beside the B (e.g. BA1) it
indicates the fabricator is certified for a specific Group B category (e.g. B1) and the
fabricator is also certified to apply architectural finishes (not required for ministry
components) to products in that category in accordance with CSA A23.4.
** also includes certification for products in category B1.
*** also includes certification for products in categories B1 and B2.
**** also includes certification for products in categories B1, B2 and B3.

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[Link] Culvert, Retaining Wall, and Cattleguard Components

The following table applies for culvert, retaining wall and cattleguard
components:

Table 2.2: Acceptable CSA A23.4 Fabricator Certification

Categories for Precast Structural Components for Ministry
Structures other than Bridges
(Note: fabricators are limited within each category in accordance with any limitations
specified by the certifying agency).
Category Category Sub- Sub- Examples of Precast Structural
/Group /Group category category Components for Ministry Structures
ID Name ID Name other than Bridges

(reinforced & non-prestressed

components)

B Bridges (all- see (all- see Culverts:

previous previous
table) table) - Box culverts, arch culverts;

OR - Footings, pile caps, headwalls, etc.

Drainage Standard Retaining Walls:

Products precast
D D1 concrete - Mechanically Stabilized Earth (MSE)
drainage facing;
products
- “L” or “inverted T” walls.

Cattleguards:

- abutments/sills.

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2.7.2 CERTIFICATIONS FOR PRECAST BLOCKS AND BARRIERS

Fabricators responsible for unreinforced concrete blocks or concrete roadside
barriers shall be certified as per the following table:

Table 2.3: Acceptable Fabricator Certification Requirements for Precast

Barriers and Blocks

Example Component Fabricator Certification Requirements

Interlocking Concrete Fabricator certified to category B or D (see previous tables)

Blocks
OR
(typ. 1500x750x750 mm)
Fabricators shall have their operations and products inspected
and approved by a Ministry Engineer.

Concrete Roadside Fabricator certified to category B or D (see previous tables)

Barriers/ Bridge Approach
Barriers OR

Fabricator shall provide proof (if requested by the ministry) of

recent satisfactory fabrication of barriers in accordance with
BC MoTT “Standard Specifications for Highway
Construction” Section 941.

2.8 STEEL FABRICATOR QUALIFICATION REQUIREMENTS

2.8.1 GENERAL

Companies responsible for shop welded construction must be certified, at the time
of project bidding and for the duration of fabrication, to Division 1 or Division 2 of
CSA W47.1 Certification of Companies for Fusion Welding of Steel Structures.

Companies responsible for steel girder fabrication must have, at the time of project
bidding and for the duration of fabrication, the capability and equipment to make
web to flange welds continuously by machine or automatic welding using the
submerged arc process.

Companies responsible for field welded construction must be certified, at the time
of project bidding and for the duration of fabrication, to Division 3 or better, of CSA
W47.1 Certification of Companies for Fusion Welding of Steel Structures.

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2.8.2 CERTIFICATION BODY (CWB)

The Canadian Welding Bureau (CWB) is accredited by the Standards Council of

Canada as a Certification Body for the administration of the applicable CSA
standards, including W47.1, for:
• Certification of companies involved in welding;
• Certification of welding inspection companies;
• Certification of welding inspectors; and
• Certification of welding electrodes.

All CWB certified companies are required to have certified welders and approved
welding procedures for each specific type of weld produced (Welding Procedure
Data Sheets).

Commentary
A list of CWB certified companies can be found on the Canadian Welding Bureau
(CWB) website.

2.9 FABRICATOR’S QUALITY CONTROL

2.9.1 GENERAL
Quality Control (QC) is generally defined as the ‘checking activities’ undertaken by
a fabricator to ensure a product meets contract requirements, and that the causes of
unsatisfactory production have been eliminated. For example, QC for structural steel
will normally require implementation of QC checklists for layup and welding of
individual members, and other checking and verification processes aimed at
identifying, rejecting, and correcting defects in the finished product. Similarly, QC
for precast concrete normally includes, among other checking and verification
processes, the preparation of, and adherence to, a Quality Control Plan (QC Plan)
which is a formal written document prepared by the fabricator that describes the
policies and procedures used in the fabrication process to achieve contract
requirements.

Fabricators producing bridge components for installation on Forest Service Roads

are solely responsible for all QC. These activities include monitoring, inspecting,
and testing the means, methods, materials, workmanship, processes and products as
necessary to ensure the work conforms with applicable designs, standards and
specifications.

Fabricators shall implement a well-coordinated approach to all operations related to

performance of the works and shall organize their team and operations in keeping
with the goal of doing things right the first time (i.e., mistakes should be eliminated).

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Fabricators shall prepare and implement a Quality Control Plan (QC Plan) for a
fabrication project. Each component of the QC Plan shall address materials,
processes, products, and documentation. The QC Plan is required to cover the work
in its entirety, including without limitation, all materials the fabricator and any sub-
contractors are supplying, and all items and phases of fabrication related to the
project. The QC Plan shall include, among other requirements as necessary, quality
control checklists for each element of the work in sufficient detail to gauge
conformance with all significant contractual requirements.

Fabricators shall also ensure that all workers are familiar with the QC Plan, its goals,
and their role under it; as well as with the contract specifications associated with the
work they are to undertake. Fabricators shall appoint a QC Manager to oversee the
QC Plan.

The work shall be undertaken in accordance with the QC Plan and shall be well
managed, with any testing being representative of actual operations. A fabricator’s
QC Plan may be operated wholly or in part by a qualified sub-contractor or an
independent agency/organization. However, the QC Plan’s administration (including
conformance with the plan and its modifications) and the quality of the fabrication
work, remains the responsibility of the fabricator.

Fabricators are responsible for obtaining and providing mill test certificates,
radiographic or ultrasonic test reports, concrete test reports, and other documentation
for each project as applicable. Additionally, fabricators shall submit to the ministry’s
Quality Assurance (QA) inspection agency all completed QC checklists signed-off
by responsible parties as close to the actual work as appropriate to the nature of the
work (e.g., by the actual worker or a foreman for most work) demonstrating that the
submitted checklists have been checked for compliance with contractual
requirements and as evidence of that responsibility. The ministry may request the
fabricator submit additional QC documentation (e.g., copies of its completed and
signed-off QC checklists), relevant to the project.

2.9.2 WELDING QUALITY CONTROL

[Link] General
The fabricator shall carry out an ongoing quality control program as
required by CSA Standard W47.1 Certification of Companies for Fusion
Welding of Steel, and CSA Standard W59 Welded Steel Construction
(Metal Arc Welding).

Non-destructive testing is the responsibility of the fabricator. If non-

destructive testing of welded joints reveals imperfections, the fabricator
shall correct the quality of welds to the ministry’s in-plant QA
inspector’s satisfaction at the fabricator’s own expense.

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[Link] Detailed Requirements

In addition to any other requirements specified by CSA requirements, the
fabricator shall ensure that:

• Only documented materials are used for the project;

• All materials intended for incorporation into bridges or bridge
components are examined after cutting for size, shape and quality;
• Before assembling any plate girders or complex parts, the surfaces of
all materials are examined for imperfections and the joint edge
preparation for all groove welds is verified as conforming with the
Canadian Welding Bureau’s approved welding standards acceptable
tolerances;
• After assembling any plate girders or complex parts, and before
starting the strength welding, the assembly is checked for
dimensional conformance;
• Any non-conformance is resolved;
• Welding procedures (and accompanying proof that the welds are
Canadian Welding Bureau pre-qualified) are available for review by
an inspector.
• The strength level and chemical composition of all filler materials
used in structural assemblies conform to the approved drawing
details;
• All welding consumables conform to the standards and are received,
stored and conditioned in accordance with the standards;
• Any preheating required before welding is done according to the
standards; and
• The welding procedure, including the use of treatment in welding any
joint in a structural component, conforms to the standards.
• All welds shall be visually inspected;
• All tension butt welds shall be radiographically or ultrasonically
tested;

2.10 IN-PLANT QUALITY ASSURANCE (QA) INSPECTIONS

2.10.1 GENERAL
All materials and fabricated components shall conform to the current ministry
standards and shall not be acceptable without in-plant inspection by the ministry’s in-
plant quality assurance (QA) inspection agency unless otherwise specified by the
ministry. The following requirements for in-plant quality assurance apply to
structures built under all ministry contracts and authorizations, including structures
authorized in a Timber Sale Licence that have been identified by the Timber Sales
Manager to become crown assets after termination of the Timber Sale License.

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The ministry may reject any supplied structure components that have not undergone
in-plant inspection by the ministry’s in-plant QA inspection agency.

Prior to, or during, fabrication and assembly of steel, concrete and wood
components, a fabricator shall show evidence or provide written documentation to
the in-plant QA inspector that indicates all materials meet the contract requirements.
Additionally, a fabricator shall submit quality control documentation in accordance
with the requirements and time frames specified under a contract.

Quality Assurance (QA) is a process, independent of the fabricator’s QC, that

encompasses the activities undertaken by the ministry’s QA inspection agency (by
persons or companies independent of those doing the work) to verify that the final
product satisfies contract requirements (generally meeting the requirements of the
materials, drawings, and specifications). This includes verifying that quality control
has been performed effectively by the fabricator, thereby providing confidence that
the product satisfies the relevant quality standards.

Keys to the success of a QA process are:

• Inspecting some or all of the outputs to preclude hidden problems or field

fixes that may delay the project or result in increased costs, including
bringing any observed shortfalls to the attention of the fabricator for remedial
action in the plant; and
• Proceeding with the QA only when the fabricator has completed its QC work.

Similar to the fabricator’s QC Plan, each component of the in-plant QA Program will
address materials, processes, products, and documentation.

Independent of the QA inspections by the ministry’s in-plant QA inspection agency,

the fabricator shall carry out its ongoing QC Plan during the performance of the
works. The ministry’s QA Program activities will not relieve the fabricator of its QC
responsibilities under the terms of a contract.

The ministry’s in-plant QA inspection agency will conduct inspections of the work
once the fabricator has advised that it has completed its QC work. If the ministry’s
QA inspectors observe non-conformances with the work, they will advise the
fabricator and report them to the Structural Design Engineer and the ministry.

In planning the workflow, and prior to commencement of the work, the fabricator
shall coordinate with the ministry’s in-plant QA inspection agency to determine any
“hold points” and “witness points” for inspection or non-destructive testing. For any
identified hold points, work shall not proceed past the hold point until it has been
signed off by the fabricator’s QC and ministry’s QA processes.

A hold point is a mandatory verification point beyond which a work cannot proceed
without approval by the ministry’s in-plant QA inspection agency. The work cannot

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proceed until the ministry’s in-plant QA inspection agency is able to verify the
quality of the completed work.

A witness point is an identified point in the fabrication process where the ministry’s
in-plant QA inspection agency may review, witness, or inspect the material, method
or process of work. The fabrication activities, however, may proceed.

The in-plant QA inspection agency completes an in-plant inspection report for each
bridge and submits it to the ministry. The ministry keeps on file all relevant material
documentation, such as mill test certificates, test results, and inspector reports.

Commentary
The following link accesses the “Schedule A- Services” of the In-plant QA contract
between the ministry and the In-plant QA Inspection Agency applicable to any QA
projects commencing after Aug. 1, 2025:

[Link]

This Schedule A describes the services provided by the In-plant QA Agency and
other details relating to the in-plant QA process. This information may be helpful
for suppliers, fabricators, engineers, licensees, ministry staff and others to be aware
of, when involved with the In-plant QA process.

The following internal website link provides Ministry staff with additional detailed
information relating to the In-plant QA Inspection process:

[Link]
8E85

2.10.2 HEADS UP NOTICE OF IMPENDING BRIDGE FABRICATION PROJECT

REQUIRING QA INSPECTIONS
Immediately after contract award of a project that includes fabrication, the Ministry
contract issuing office (or the Ministry office responsible for administering an RUP
or Timber Sale Licence) shall ensure that a Ministry Engineer is aware of the
contract details and is prepared to notify the In-plant Quality Assurance (QA)
Inspection Agency that inspections are required.

The project could be a "Bridge supply” or a "Bridge supply and install” contract
issued by the Ministry (Operations or BCTS) or by a proponent such as:

• a Road Use Permit (RUP) holder; or

• a Timber Sale Licence holder (if a Bridge has been identified by the Timber
Sales Manager to become a crown asset after termination of a Timber Sale
Licence.)

Ministry Engineers are required to complete the following form for all FSR bridge
projects that involve fabrication.

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Heads-up Notice of Impending Bridge Fabrication Project Requiring QA Inspections

(DOCX, 71KB)

Detailed description of appropriate use of the form is provided on the form.

2.10.3 QA INSPECTION SCHEDULING FOR CONCRETE BRIDGE COMPONENTS

The ministry QA inspections shall be scheduled at the following stages during
fabrication as a minimum:

• Pre-pour inspection (to CSA Standard A23.4 and project documentation),

which includes:
o Inspection of forms for size, shape and quality; and
o Inspection of reinforcement and inserts for quantity, quality, shape,
spacing, size and placement in forms.
• Post-pour inspection and reporting, during which:
o Dimensions of all elements shall be verified to ensure tolerances are
being maintained as per the specifications;
o Location, type and number of inserts shall be verified;
o Finishes, blockouts, keyways and epoxy protection of the cut-off
strands (prestressed only) shall be verified;
o Camber or crown shall be checked, as per project drawings; and
o All non-conformities shall be corrected to the inspector’s satisfaction.

2.10.4 QA INSPECTION SCHEDULING FOR STEEL BRIDGE COMPONENTS

The ministry inspections shall be scheduled at the following stages during
fabrication, as a minimum:

• Prior to welding, which includes:

o Verification of material mill certificates, material dimensions and
layout; and
o Verification of welding equipment, consumables, welding procedures
and welder qualifications.
• On completion of welding and before shipment, which includes:
o Verification of weld locations, sizes, profiles and workmanship; and
o Verification of finished dimensions, camber, and sweep.

2.10.5 NOTICE OF LAST QA INSPECTION (FOR A COMPONENT CATEGORY- BRIDGES)

The following form shall be completed and distributed by the In-plant QA Inspection
Agency after physical In-plant QA inspection has been completed for a category of
fabricated components (e.g. structural concrete.)

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[Link]

2.10.6 FABRICATION QUALITY ASSURANCE STATEMENT

The following form shall be completed and distributed by the In-plant QA Inspection
Agency after fabrication for a project has been completed and the material
documentation has been reviewed.

Fabrication Quality Assurance Statement (DOCX, 51KB)

2.11 PREPARING, OBTAINING, AND RETAINING BRIDGE INFORMATION

2.11.1 GENERAL
The following 5 points specify bridge and major culvert fabrication and construction
information that shall be prepared, obtained, and retained in accordance with section
77 of the Forest Planning and Practices Regulation:

• Pile driving records;

• For new materials, mill test certificates, in-plant steel fabrication drawings,
and concrete test results;
• Soil compaction results;
• Other relevant field and construction data; and
• As-built/Record drawings of the bridge or major culvert.

For FSR bridges “Pile driving records” includes, but is not limited to:
• Hammer type;
• Penetration;
• Set criteria; and
• Critical dimensions.

For FSR bridges “other relevant field and construction data” includes, but is not
limited to:
• Field inspection reports;
• Changed field conditions;
• Construction/crossing assurance documents;
• Wood grading and treatment results;
• Actual log stringer, curb, needle beam and crib log sizes (diameter and
length for each member);
• Final In-plant Quality Assurance (QA) report;
• Geosynthetic material identification;
• Concrete and grout test results;

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• Field soil compaction results;

• Rip rap extents, depth, thickness and size;
• Footing base elevation, deck elevation, and alignment location; and
• Environmental monitoring reports, if required.

2.11.2 RECORD DRAWINGS

Record drawings (formerly often referred to as “as-built” drawings) are required to
be prepared for all FSR bridge and major culvert projects. These drawings show the
“as-constructed” structure and indicate any significant changes from the design
drawings.

2.11.3 ASSURANCE, COMMITMENT AND TRANSFER FORMS

[Link] Assurance Statements

The following two assurance statements shall be completed immediately
after a structure is installed and opened to traffic. They confirm, among
other things, that construction work for a project substantially complied
with the engineering concepts and intents reflected in the engineering
design documents.

[Link].1 Crossing CRP: Crossing Assurance

Statement

[Link]

[Link].2 Crossing POR: Construction Assurance

Statement

[Link]

[Link] Crossing CRP: CRP Transfer Statement

The following CRP transfer form shall be completed if/when the CRP changes
during the project.

[Link]

[Link] Commitment for Field Reviews

Use of the following form is not mandatory for all projects, however the form
may be used for specific projects on a case-by-case basis.

[Link]

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2.11.4 INVENTORY DATA FORMS

The following forms describe information that is required to be collected and entered
into the Ministry’s Corporate Bridge Register (CBR) by Ministry Engineers or others
working under the direction of Ministry Engineers.

FS1342: Site Inventory Data Form (DOC, 162 KB)

FS1343: Structure Inventory Data Form – Culverts (DOC, 182KB)

FS1344: Structure Inventory Data Form – Bridges (DOC, 189KB)

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3. LOADS

3.1 GENERAL
Bridges that are exclusively designed for light recreational use, such as for pedestrians,
cyclists, snowmobiles, horses and/or all-terrain vehicles, are not currently addressed in
this section of the BSM. A Ministry Engineer shall be consulted for information relating
to loading requirements for these types of recreational use structures.

3.2 SERVICEABILITY LIMIT STATES

Structural components shall satisfy the requirements for the serviceability limit states
specified in this section of the Manual for the appropriate loading combinations.

Superstructures shall be proportioned so that the maximum deflection due to factored

traffic load, including dynamic load allowance, does not exceed:
• Span/350 for concrete slab girder bridges, all steel portable bridges and inverted
channel compo-girder bridges;
• Span/450 for all other bridges (including: steel girder/concrete deck bridges, steel
girder/timber deck bridges, compo-I-girder/concrete deck bridges).

Commentary
Span-deflection limits like those described above have been successfully used for decades
in FSR bridge design.

3.3 LOAD FACTORS AND LOAD COMBINATIONS

Tables 3.1 and 3.2 provide example limit states scenarios that need to be considered when
engineers are designing superstructures for FSR bridges.

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Table 3.1: Superstructure Design Fatigue Limit States and Serviceability Limit
States Examples
Limit Type of Example CSA Comments
State Superstructure S6-19 CHBDC (referencing CSA S6-19 CHBDC)
Combinat Clause
ion References

FLS1 General [Link], 3.4.3, Applies only to steel components (including rebar)
3.5

Reinforced [Link] Applies to reinforcing bars

concrete
superstructures

Steel 10.5.4, 10.17 Applies to Girders, bracing, steel decks, girder splices,
superstructures welds, bolted connections, stud shear connectors

SLS1 General [Link], 3.4.4, According to CHBDC Section 3.5, Table 3.1, SLS1
3.5 loading includes dead loads, however not always (e.g.
not for deflection of wood components according to
9.4.2.)

Reinforced 8.5.2, 8.12, Addresses cracking and deformation limitations.

concrete
superstructures

Steel 10.5.3, • Addresses yielding of sections: [Link]

superstructures [Link] applies: “Members of all classes of sections
shall be proportioned so that general yielding
shall not occur. Localized limited yielding
may be used.”
• Addresses slipping of bolted joints: [Link]
applies for continuous girders: “Joints of
primary members subjected to stress reversal
shall be designed as slip-critical
connections.”
• FSR bridge steel decks do not meet the
definition of “orthotropic steel decks”
therefore the deflection provisions of 10.16.4
do not strictly apply.
Wood 9.4.2 Deflection of wood components caused by live load is
superstructures limited to Span/400.

SLS2 General [Link], 3.4.4, According to CHBDC Clause 3.5, Table 3.1, SLS2
3.5 applies for superstructure vibration only. For FSR
bridges SLS2 shall apply for bridge deflection limits.
Reinforced [Link]
concrete
superstructures

Steel [Link]
superstructures

Wood 9.4.2
superstructures

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Table 3.2: Superstructure Design Ultimate Limit States Examples

Ultimate Limit Types of Loads Considered (in addition to dead loads

States and earth pressures)
Combination
1 Live loads

2 Live loads plus other strains (including thermal forces, etc.)

3 Live loads plus other strains (including thermal forces, etc.) plus wind load
on bridge plus wind load on traffic

4 Other strains (including thermal forces, etc.) plus wind load on bridge

5 Earthquake loads

6 Loads from streams, ice and debris torrents

7 Loads from Ice accretion plus wind on bridge

8 Loads from vehicle or vessel (boat) collisions with bridge

9 No additional loads, however uses an increased load factor for dead loads

Commentary
The intention of providing these tables is to provide engineers a typical indication of the
Ministry’s expectations for the thoroughness of the limit states design process. The
tables provide common examples only and do not portray all situations.

It is important to note that these tables do not provide detailed information relating to the
use of limit states for the design of substructures.

3.4 DEAD LOADS

Dead loads for bridges with a concrete running surface shall include an allowance for a
50 mm future concrete overlay over the full area of the bridge deck.

For timber deck bridges, design dead loads shall include an allowance for a 75 mm thick
layer of running planks, if running planks are not already included in the bridge design.

These loads shall be noted on the detailed design drawings.

For the unit weight of softwood, use:

• Untreated Softwood: 6.0 kN/m3; and
• Treated Softwood: 7.0 kN/m3

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3.5 LIVE LOADS

3.5.1 DESIGN LANES

[Link] Standard single lane bridge widths

• 4.268 m for BCL-625 and L-100; and

• 4.876 m for L-150 and L-165.

Bridges with deck widths less than or equal to 6.0 m shall be considered
single lane bridges and shall not be designed to carry two lanes of traffic.

Commentary
FSR bridges are typically single lane, although in special situations, such
as high traffic volumes, challenging horizontally curved alignments or
poor sight lines for vehicles approaching from opposing directions,
bridges wider than 6.0 m are occasionally utilized.

[Link] Standard two-lane bridge widths

• 9.144 m for BCL-625 and L-100; and

• 10.973 m for L-150 and L-165.

Commentary
The 9.144 m two-lane bridge width is based on two 4.268 m single lane
bridge widths for the BCL-625 and L-100 traffic loads, with additional
deck width to accommodate passing of vehicles. The 10.973 m two-lane
bridge width is based on two Pacific Truck P16 bunk widths of 15 ft with
additional deck width to accommodate passing of vehicles.

[Link] Bridge safety considerations

Single lane bridges shall not be designed with a width greater than 6.0 m
and less than the standard two-lane bridge width, other than where
required by tracking.

Commentary
When a bridge width is greater than 6.0 m and less than 9.144 m it may be
difficult for drivers to determine whether the bridge is wide enough to
safely accommodate two-way traffic when vehicles are simultaneously
approaching from opposite directions. This uncertainty can create safety
concerns.

A standard BCL-625 or L-100 two-lane bridge with a width of 9.144 m on

a reasonably straight horizontal alignment will clearly allow two-way

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traffic on the bridge for typical vehicles.

3.5.2 TRAFFIC LOADS

[Link] Normal Traffic

FSR bridges shall be designed for L-100 or heavier traffic loading unless
otherwise approved by a Ministry Engineer. In no cases shall an FSR
bridge be designed for less than BCL-625 traffic loading. If traffic
loading heavier than L-100 is required, L-150 or L-165 traffic loads shall
be used. Required design traffic loading for a specific bridge shall be
determined or approved by a Ministry Engineer.

Commentary
General:

L-series traffic loading has historically been used for design of FSR
bridges, together with some BC TRAN design traffic loading scenarios
(e.g.; BCL-625.)

L-100 accommodates typical traffic loading on most FSRs, except some

coastal off-highway roads. Bridges designed to L-100 should generally
have capacity to accommodate the new (2022) BC TRAN minimum traffic
loading scenario of CL-800 if a new FSR bridge may be transferred to
TRAN in the future.

CL-800:

In 2022 BC TRAN began using a BC TRAN CL-800 traffic loading

scenario for design of typical new TRAN bridges, except for the design of
components that are governed by axle or wheel loads (e.g.; bridge decks).
For these components on TRAN bridges CL-625 is intended to be used as
the design traffic loading scenario.

Traffic loading scenarios for FSR bridges have historically increased

wheel and axle loads as the total vehicle weights of scenarios increased,
meaning that an FSR bridge with a higher design vehicle GVW also has a
deck designed for higher axle and wheel loads. For example, an L-100
bridge can carry a heavier truck than a BCL-625 bridge, and its deck can
safely carry heavier axle and wheel loads than a BCL-625 deck. Since the
BC TRAN CL-800 traffic loading scenario varies from this concept, the
Ministry of Forests has determined that it should not be used for design of
FSR bridges.

LOH and HOH (Light Off-Highway and Heavy Off-Highway):

In recent decades the Ministry, and other specialists, undertook extensive

surveys and studies to determine if L-series design traffic loads produce

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force effect envelopes that are reasonably representative of logging

vehicles in use in British Columbia and whether it is appropriate to use L-
series design traffic loads with load factors from CHBDC. The analysis
concluded that:

• Bridges designed for L100 and L150 design traffic loading were
found to be slightly deficient for short span bridges (<15 m) and
somewhat over designed for long span bridges (>15 m).
• Bridges designed for L-165 design traffic loading were found to be
conservative for both short and long spans.
• Different live load factors would theoretically be required for short
and long span bridges if the ministry wanted to maintain a
rigorously consistent level of safety for all bridges designed with L-
series design traffic loading.

The results of the studies were used to develop LOH & HOH design traffic
loads theoretically to better represent logging trucks in British Columbia,
to use a single live load factor specified in CHBDC, and to provide a more
rigorously consistent level of safety between bridges with different span
lengths and different design traffic loading scenarios.

After detailed consideration, the ministry determined that there were

substantial practical benefits to continuing use of the L-series vehicles for
design traffic loading on new bridges, therefore LOH and HOH
theoretical traffic loading scenarios are not to be used for design of FSR
bridges.

[Link] Truck & Lane Load

The BCL-625 traffic load consists of the BCL-625 truck and the BCL-625
lane load defined in Figure 3.1 and Table 3.3.

The LOH traffic load consists of the LOH truck and the LOH lane load
defined in Figure 3.2 and Table 3.3.

The HOH traffic load consists of the HOH truck and the HOH lane load
defined in Figure 3.3 and Table 3.3.

The L-100 traffic load consists of the L-100 truck and the L-100 lane load
defined in Figure 3.4 and Table 3.3.

The L-150 traffic load consists of the L-150 truck and the L-150 lane load
defined in Figure 3.5 and Table 3.3.

The L-165 traffic load consists of the L-165 truck and the L-165 lane load
defined in Figure 3.6 and Table 3.3.

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Figure 3.1: BCL-625 Traffic Load

Figure 3.2: LOH Traffic Load

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Figure 3.3: HOH Traffic Load

Figure 3.4: L-100 Traffic Load

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Figure 3.5: L-150 Traffic Load

Figure 3.6: L-165 Traffic Load

Commentary
The clearance envelope for L-series vehicles has been determined from the previous
Ministry standard methodology which described placement of these vehicles laterally on
a bridge deck based on an eccentricity from the centreline of the bridge, which varied
depending on the design vehicle and the bridge deck width.

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[Link] Dual Wheel Footprint Dimensions

Table 3.3: Traffic Load Dual Wheel Footprint Dimensions

Units Traffic Load

BCL-625 LOH L-100 HOH L-150 L-165

Transverse mm 600 800 800 800 800 800

Longitudinal mm 250 250 275 350 400 450

3.5.3 APPLICATION

[Link] General

The following requirements shall apply:

a. Truck axles that reduce load effect shall be neglected.
b. The uniformly distributed portion of the lane load shall not be
applied to those parts of a design lane where its application
decreases load effect.
c. For FLS and SLS Combination 2, the traffic load shall be one truck
increased by the dynamic load allowance and placed at the centre
of the design lane. The lane load shall not be considered. The
lateral wheel load distribution shall be 50%-50%. For L-165
bridges, the L-150 truck shall be used for FLS and SLS
Combination 2 analysis.
d. For SLS Combination 1 and for ULS, the traffic load shall be the
truck load increased by the dynamic load allowance or the lane
load, whichever produces the maximum load effect. This load
shall be placed longitudinally and transversely within the design
lane at a location and in a direction that produces the maximum
load effect. The lateral wheel load distribution and minimum
lateral offsets for the truck and lane load shall be as specified in
Figure 3.1 to Figure 3.6 and shall be in accordance with Ministry
standards for two-lane bridges.

[Link] Multi-Lane Loading

[Link].1 Normal Traffic Only

Two-lane bridges shall either be 9.144 m wide or 10.973 m

wide as described elsewhere in this Manual. Single lane

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bridges shall not be designed with a width greater than 6.0

m and less than the standard two-lane bridge width, other
than where required by tracking.

The number of design lanes for traffic shall be determined

from Table 3.4.

For single-lane traffic loading, the lateral wheel load

distribution shall be as specified in Figure 3.1 to Figure
3.6. For the two-lane loading scenario, the lateral wheel
load distribution for both vehicles shall be 50%-50% and
the traffic load shall be multiplied by a modification factor
of 0.9. Design lanes that are loaded shall be selected to
maximize the load effect.

Table 3.4: Traffic Loading Based on Bridge Width

Traffic Wc n We
Load (Deck (number of (Lane Width, m)
Width, m) design lanes)

BCL-625 ≤ 6.0 1 We = Wc

> 6.0 1&2 We = Wc & Wc/2

LOH ≤ 6.2 1 We = Wc

> 6.2 1&2 We = Wc & Wc/2

HOH ≤ 7.4 1 We = Wc

> 7.4 1&2 We = Wc & Wc/2

L-100 ≤ 6.936 1 We = Wc

> 6.936 1&2 We = Wc & Wc/2

L-150 ≤ 8.152 1 We = Wc

> 8.152 1&2 We = Wc & Wc/2

L-165 ≤ 7.952 1 We = Wc

> 7.952 1&2 We = Wc & Wc/2

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Bridges designed for off-highway traffic loads with deck

widths greater than 6.0 m and less than 8.152 m shall be
designed for two-lanes of BCL-625 loading in addition to
the design traffic load.

Commentary
Bridges wide enough for two lanes of traffic shall be
designed for a single lane traffic loading scenario and a
two-lane traffic loading scenario.

At some sites with horizontally curved alignments, a bridge

designed as single lane for a design tracking vehicle may
be wide enough to allow two short trucks to pass on the
bridge. For this reason, the Ministry requires all bridges
wide enough for two-way traffic to be designed as two-lane
bridges as described herein. The deck width limits in Table
3.4 are based on two clearance envelopes for the respective
traffic load in Figure 3.1 to Figure 3.6.

Bridges designed for off-highway traffic loads, that are

wider than 6.0 m for tracking purposes, are wide enough
for two-lanes of BCL-625 traffic. Therefore, these bridges
shall also be designed for two-lanes of BCL-625 traffic.

[Link] Local Components

For the design of decks and other components whose design is governed
by axle loads, the tandem axle increased by the applicable dynamic load
allowance shall be considered. For BCL-625 traffic loading axle no.4
shall also be considered.
For deck overhangs or adjacent to a curb, railing, or barrier, the minimum
distance from the centres of the wheels to the guardrail shall be as
specified in Table 3.5.

Table 3.5: Minimum Lateral Offset - Design of

Components Governed by Axle Loads

Units Traffic Load

BCL-625 LOH HOH L-100 L-150 L-165

mm 300 400 400 400 400 400

Commentary
The minimum lateral offsets in Table 3.5 are based on the wheel being

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positioned against the curb, railing or barrier.

3.5.4 BARRIER LOADS

[Link] Traffic Barriers

Bridge curbs, railings and barriers shall be in accordance with Ministry
standard designs and guidelines.

Commentary
Ministry barrier design loading is generally described in Table 3.6 and is
outlined in Associated Engineering Ltd. report “Development and Testing
of CL-2 and CL-3 Barriers, Rev.1 (PDF, 9.5MB)”.

Table 3.6 Barrier Design Criteria

Factored Design Forces Containment Level

CL-1 CL-2 CL-3

Transverse Load, FT, kN - 45 120

Longitudinal Load, FL, kN - 20 40

Vertical Load, Fv, kN - 20 20

Load Application Height, mm - 450 510

Minimum Barrier Height, mm - 525 585

Notes:
1. When completing an analytical evaluation of a barrier, these forces represent
factored forces; resistances should be calculated assuming nominal material
strengths.
2. Height measured from travel surface.

3.6 WIND LOADS

3.6.1 REFERENCE WIND PRESSURE

The following simplified reference wind pressure shall be used for the design of FSR
bridges.

The hourly mean reference wind pressure, q, shall be as follows:

• For in-service conditions, qis, shall be 700 Pa.
• For construction, qc, shall be 300 Pa.

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Alternate values of hourly mean reference wind pressure for construction may be used
for supply install contracts or as approved by the Ministry Engineer.

The maximum allowable wind speed for construction activities shall be 20

km/h unless further detailed analysis is undertaken. The maximum allowable wind
speed for construction activities shall be stated on the design drawings.

Design reference wind pressures shall not be increased to account for wind funneling.

Commentary
The simplified reference wind pressure methodology has been adopted to address the
nature of the materials procurement process for FSR bridges, where the designer may
not know the intended location of a structure. An in-service hourly mean reference
wind pressure of 700 Pa is equivalent to some of the highest 50-year return period
values in CSA S6-19 CHBDC Table A3.1.1 for B.C. locations. A construction hourly
mean reference wind pressure of 300 Pa has historically been used for construction
wind loading for forestry bridges in B.C. This approximately reflects the
95th percentile hourly mean reference wind pressure for locations in B.C. with a
return period of 1 year. This construction wind loading is deemed appropriate given
the accelerated construction methods used for typical forestry bridge construction,
which results in very short periods between the non-composite and composite
conditions of steel girder composite concrete deck bridges. The maximum allowable
wind speed for construction activities is intended to provide a conservative limit on the
wind speed in which crew or equipment may be on a composite concrete deck steel
girder bridge while it is in non-composite condition.

The CHBDC 20% increase for sites that may experience wind funnelling has been
assumed to not apply for the development of the Ministry’s wind loading
methodology. Instead 0% increase is assumed. The 20% increase for sites with
funnelling has not been used in order to keep wind loading reasonable in relation to
the lower risks associated with wind loading on FSR bridges in comparison to
highway bridges.

3.6.2 GUST EFFECT COEFFICIENT

A gust effect coefficient (Cg) of 2.0 shall be used for FSR bridges.

3.6.3 WIND EXPOSURE COEFFICIENT

A wind exposure coefficient (Ce) of 1.0 shall be used for FSR bridges except for sites
where the height of the top of the superstructure (H) above low water level is known
to be >25 m in which case CSA S6-19 CHBDC Table 3.9 shall apply.

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3.6.4 NON-UNIFORM LOADING

Consideration of non-uniform loading is not required.

3.6.5 WIND LOAD ON LIVE LOAD

The horizontal wind load per unit exposed frontal area of live load shall be calculated
in accordance with CHBDC S6-19 Clause [Link]., except that Ch shall be taken as
1.2. For “in-service” wind loading, the exposed frontal area of the live load shall be
assumed to be 5 m high x 20 m long, located on the bridge to produce the maximum
load effect.

3.7 DEBRIS FLOWS

In this manual the term “debris flow” shall be considered to include debris torrents,
debris floods and other similar events.

All bridges subject to potential debris flows shall be designed to accommodate the debris
flows without damage to the structure or approaches unless otherwise directed by the
Ministry Engineer.

If a site has debris flow potential, the General Arrangement Engineer shall ensure that
reasonable investigations into the probability and size of debris flows are undertaken.

This engineer shall identify the approximate opening size and design requirements
expected to be required to accommodate debris flows for estimated return periods of 1,
10 and 100 years. This professional shall discuss their conclusions with the Ministry
Engineer at the initial design stage to obtain Ministry direction relating to acceptable risk
for structure design at the site.

Commentary
Although in some situations a GA Engineer may rely on detailed investigation and
analysis by a professional specialist, it may frequently be acceptable to make reasonable
professional judgements relating to size and frequency of debris flows based on site
inspection, watershed investigation and research into past experiences with debris flows
at a site or in the vicinity of a site.

3.8 ICE LOADS

All bridges subject to potentially damaging ice loads shall be designed to accommodate
the ice loads without damage to the structure unless otherwise directed by the Ministry.

If a site has significant ice loading potential, the engineer responsible for the general
arrangement design of the structure shall investigate the probability and severity of
reasonably anticipated ice loads. This professional shall discuss their conclusions with

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the Ministry Engineer at the initial design stage to obtain Ministry direction relating to
acceptable risk for structure design at the site.

3.9 EARTHQUAKE EFFECTS

Refer to Section 4: Seismic Design.

3.10 VESSEL COLLISIONS

Not required unless specified by the Ministry.

3.11 VEHICLE COLLISION LOAD

Not required unless specified by the Ministry.

3.12 CONSTRUCTION LOADS AND LOADS ON TEMPORARY STRUCTURES

3.12.1 GENERAL
The maximum permissible construction equipment loads shall be stated on the design
drawings.

Wind loads on construction equipment need not be considered provided the maximum
allowable wind speed for construction activities (stated elsewhere in section 3) is
followed.

3.12.2 BRIDGES WITH DECK PANELS

As a minimum, bridges with deck panels shall be designed for the following
construction loads:
• Self weight of the structure, supported at the bearings, including all deck
panels in position but not secured to the girders.
• A vertical live load of 445 kN (40-ton equipment + 10-ton panel) distributed
over a length of 4 m, positioned on the bridge to produce maximum load
effect, eccentricity = 100 mm.
• Load factors in accordance with CHBDC.
• Minimum dynamic load allowance of 10% (assumed design speed = 10 km/h).

3.12.3 CONCRETE SLAB GIRDER DESIGN FOR CANTILEVERED INSTALLATION

Slab girder top longitudinal reinforcement shall be designed to allow installation by

cantilevered launching, assuming a maximum cantilever of 50% of the slab length.

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4. SEISMIC DESIGN
4.1 GENERAL
Rigorous analytical seismic design is not required unless specified by the Ministry.
Durable stationary bridges in moderate to high seismic zones shall be qualitatively
detailed for seismic resiliency, for example:

• Robust connection of superstructures to substructures;

• Use of continuous superstructures for multi-span bridges;
• Minimization of bridge skew;
• Avoiding use of interlocking concrete block abutments.

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5. METHODS OF ANALYSIS
5.1 GENERAL
Methods of analysis shall follow CHBDC requirements unless specified otherwise by the
Ministry.

5.2 LOAD DISTRIBUTION BETWEEN SHEAR-CONNECTED CONCRETE SLAB GIRDERS

Load distribution may be determined by refined analysis or by consideration of a
methodology provided by the Ministry.

Commentary
Load distribution methodologies provided by the Ministry include the following:

• Design of Single-Lane Shear-Connected Slab Bridges - Oct 2004 (PDF, 1.4 MB)
• Analysis of Skew: Single-Lane Shear-Connected Concrete Plank Bridges - June
2004 (PDF, 786KB)

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6. FOUNDATIONS AND GEOTECHNICAL

SYSTEMS
6.1 STANDARD DURABLE ABUTMENT TYPES
Unless otherwise specified or accepted by a Ministry Engineer, bridge abutments shall:
• be composed of durable materials;
• have a design life of at least 45 years; and
• be one of the following standard types:

Stationary Bridge
• steel piles with concrete caps;
• concrete spread footings with steel columns and concrete caps;
• concrete spread footings with steel columns;
• concrete inverted “T” abutments;
• concrete spread footings; or
• galvanized steel binwalls.

Semi-Portable Bridge
• any of the abutment types listed for stationary or portable bridges.

Portable Bridge
• concrete sill (or treated timber sill) on interlocking concrete blocks (plus
concrete base slabs where required);
• concrete spread footings;
• concrete spread footings with short steel columns; or
• concrete spread footings with short steel columns and concrete caps.

The Ministry has standard drawings for all the abutment types listed above (except for
galvanized steel binwalls.)

6.2 STANDARD DURABLE PIER TYPES

Unless otherwise specified or accepted by a Ministry Engineer, bridge piers shall:
• be composed of durable materials;
• have a design life of at least 45 years;
• have diaphragms between piles to prevent debris accumulation between the piles
(unless there is no possibility of debris); and
• be one of the following standard types:

Stationary, Semi-Portable or Portable Bridges

• steel piles with concrete caps.

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The Ministry has standard drawings for steel piles with concrete caps.

Portable and semi-portable multi-span bridges shall be avoided where possible.

6.3 PILES
In soils where there is potential for scour, pile tips shall penetrate at least 4.5 m below the
maximum design scour depth.

The substructure design engineer shall specify the required pile capacity and minimum
penetration for piles.

6.4 SPREAD FOOTINGS AND BIN WALLS

Spread footing abutment foundations (including inverted “T” abutments, spread footings
with pipe columns, and spread footings with interlocking concrete blocks) and binwalls
can be used where they are located below the maximum design scour elevation.

6.5 ABUTMENT BALLAST WALLS

Ballast walls shall be composed of concrete, treated timber or an alternative durable
material pre-approved by the Ministry.

Welded connections for precast concrete ballast walls shall not be buried in soil unless
they are designed and protected to match the design life of the precast ballast wall
components.

Bridges with composite concrete decks shall have concrete ballast walls with a welded
connection to the girders.

6.6 CAPS

6.6.1 CAPS ON PILES

All piled abutments shall have concrete pile caps.

6.6.2 CAPS ON COLUMNS

Steel columns at an abutment (i.e.; “pad & post” abutments) may be designed with
concrete caps in any situation and are required to have concrete caps for all multiple
span bridges.

Composite concrete decked bridges with steel column abutments are required to have
concrete caps on the columns when the total length of steel girders exceeds 31 m.

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6.7 BRIDGE ENDFILL

Bridge endfill (e.g.; behind ballast walls, caps, wing walls, columns, etc.) shall meet the
specifications in this section.

Bridge endfill for interlocking concrete block abutments, and any abutments using
reinforced soil systems shall have custom engineered bridge endfill specifications specified
by the Design Engineer.

6.7.1 FILL MATERIAL

• Clean free-draining sand and gravel with a maximum aggregate size of 100 mm
and a maximum fines content (silt/clay particles) of 5%;
• Free of snow, ice and frozen material.

6.7.2 FILL PLACEMENT

• Remove snow, ice, construction debris, organic soil and standing water from
spaces to be filled;
• Maintain even levels around structures as work progresses, to equalize earth
pressures;
• Place fill material in 300 mm lifts, adding water if required to achieve the
specified density;
• Existing subgrade and each layer of material shall be compacted to 95%
Standard Proctor Density (ASTM D698);
• Compaction shall be provided by a 1000 lb. vibratory compactor within 1 m of
ballast walls or other abutment components, with care exercised to ensure no
damage to components.

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7. BURIED STRUCTURES
7.1 GENERAL
This Manual uses the terms “buried structure”, “culvert”, and “major culvert”
interchangeably.

“Minor culverts” are primarily addressed in the Ministry Engineering Manual.

For culvert projects, a Ministry Engineer will be responsible to adapt the use of Ministry
standards for bridges as necessary and appropriate to a particular culvert situation. This
section provides additional standards that apply exclusively to culverts.

Culverts shall be designed, constructed, and installed in accordance with manufacturer’s

recommendations, and in conformance to CHBDC, unless otherwise specified by the
Ministry.

Refer to Section 7 of the appendices for additional detailed requirements.

For Design Drawing requirements, refer to Section 21: Design Drawing Requirements.

Commentary
Major culverts may be preferred structures in suitable situations. Their advantages over
bridges may include:

• Economics – culverts may be cheaper than bridges for typical sizes used;
• Reduced maintenance when installed correctly; and,
• Greater flexibility in terms of alignment options – culverts are suited to sites
with horizontal and vertical curves; they can be fit to suit the road alignment
and approaches to minimize impacts; and they enable maintenance of road
widths and provide for road widenings more readily than bridges.

Generally culverts pose more challenges than bridges in relation to minimizing

environmental disturbance and maintaining long term undisturbed fish passage.
Steel and aluminum culverts are soil-metal structures. The soil and the metal work
together to provide the structural integrity to support loads on the structure. The metal
without soil is insufficient to support the design loads and would collapse. Soil is
compacted in lifts immediately adjacent to and in contact with the culvert bottom and
sides, to combine with the metal to support the design loads. Uncompacted fill is not
sufficiently dense to combine with the metal to support the design loads.
For most soil-metal culvert installations, the metal is galvanized steel. Some aluminum
culverts exist, but they are less common than galvanized steel. For a given installation,
aluminum culverts are generally thicker but lighter than galvanized steel, however the
aluminum culverts tend to be more easily damaged during installation.

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Culverts come in a variety of shapes and sizes. The selection of appropriate size and
shape should be a function of the design parameters. Where floating debris is minimal
and regular maintenance is anticipated, consider the use of debris catchers/traps. Where
significant volume or size of floating or other debris is anticipated, a culvert may not be
an option, and a bridge will be necessary to allow high water and debris to pass. If
beavers are a concern, consider including devices on the inlet that reduce the potential of
beavers damming the inlet.

7.2 STANDARD DURABLE CULVERT TYPES

Unless otherwise specified or accepted by a Ministry Engineer, culverts shall:

• be composed of durable materials;

• have a design life of at least 45 years;
• be one of the following standard types:
o closed bottom galvanized corrugated steel pipe products;
o open bottom galvanized corrugated steel pipe products on:
▪ concrete footings without piles; or
▪ concrete caps with steel piles;
o closed bottom concrete products;
• corrugated products with equivalent or greater durability relative to galvanized steel
may be proposed for Ministry Engineer acceptance;
• The design engineer shall evaluate corrosion, abrasion, bedload, debris, debris flow,
scour and fish passage risks and requirements for each specific site to ensure the
structure will meet the 45 year design life requirement.

7.3 INLET DEBRIS PROTECTION

Where necessary, designs shall incorporate inlet debris protection.

Commentary
Refer to the “Steel Pipe Trash Rack” standard drawing (PDF, 77KB) for one example
that could be considered.

7.4 PROPRIETARY TERRASPAN GRS ARCH STRUCTURES

Refer to the standard drawing set STD-C-050-01 to 05 (PDF, 2.5MB) for details of this
proprietary product.

7.5 LOG CULVERTS

Refer to Section 18: Log Structures for additional information about log culverts.

7.6 CULVERTS IN ROADWAY FORDS

Limited Ministry guidance for culverts embedded in roadway fords is provided in chapter
3 of the Engineering Manual.

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8. CONCRETE STRUCTURES
8.1 GENERAL
This section describes Standards for precast concrete, cast-in-place concrete, and field
grouting. It includes Standards for reinforcement.

Any references to an obsolete Ministry document entitled “Bridge Component Concrete

Standard” shall now be considered to refer to the Standards provided in this section.

For quality control, quality assurance and precast fabricator certification requirements
refer to Section 2: Durability and Sustainability.
For guidance on concrete repair refer to Section 15: Rehabilitation and Repair.

Except for steel reinforcement and steel lifting anchors, Standards for embedded steel
materials such as plates, sections, threaded couplers, blockouts/ducts and fabricated
assemblies are provided in Section 10: Steel Structures.

8.2 STRUCTURAL CONCRETE MATERIALS AND FABRICATION

8.2.1 CONFORMANCE TO CSA STANDARDS
All precast concrete must be designed, mixed, transported, cast, cured, tested and fully
supplied in accordance with CSA A23.4 “Precast Concrete - Materials and
Construction.”
Precast and cast in place concrete must be designed, mixed, transported, cast, cured,
sampled, tested and otherwise supplied in accordance with CHBDC and CSA Standard
A23.1/A23.2, “Concrete Materials and Methods of Concrete Construction /Test
Methods and Standard Practices for Concrete.”
Formwork for cast-in-place concrete must be designed, supplied, and installed in
accordance with CAN/CSA-S269.3-M, “Concrete Formwork.”

8.2.2 CONCRETE MIX DESIGN REQUIREMENTS

Concrete mixes for bridge components shall conform to the requirements in the
following table and the requirements of CSA A23.1.

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Table 8.1: Concrete Mix Design Requirements

Bridge Typical Exposure Minimum Maximum Air Maximum

Component Component Class (As Compressive Water to Content Nominal
Type Example per CSA Strength @ Cementing (%) Size of
A23.1 28 days Materials Course
Table 1) (MPa) Ratio Aggregate
(by mass) (mm)
Precast Slab girders
Components Deck panels F1 35 0.40 5-8 20
Footings
“T” Abutments
Ballast Walls
Pile Caps
Sills
Cast-in-Place Footings
Components Abutments F1 30 0.50 4-7 28
Pipe pile in-fill

The supplier of concrete products shall monitor concrete slump and ensure that it is
maintained at appropriate values such that the concrete products are produced to meet
all required specifications.
The supplier will make the concrete mix design available for review by the ministry’s
in-plant quality assurance inspector to verify conformance to ministry standards and
specifications.
Provided that the supplier’s concrete mix design conforms to ministry standards and
specifications, the supplier’s mix design does not need to be reviewed or pre-approved
by the Ministry Engineer. However, alternative concrete specifications may be required
for bridges that are expected to have substantial chloride exposure. For these bridges,
alternative concrete specifications shall be developed on a case-by-case basis by the
Ministry Engineer and provided in the contract documents specific to each bridge.

8.2.3 REINFORCING STEEL

[Link] General
Reinforcing steel, including tendons, must meet the requirements of
CHBDC. Reinforcing bars shall be CSA G30.18M Grade 400 (R or W).
Reinforcing steel shall not be welded (including tack welded) unless noted
otherwise.

[Link] Corrosion Resistant Reinforcement

In adverse durability conditions, such as a bridge deck that will be regularly
exposed to road salt or portions of structures in the splash or spray zone of

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salt water, corrosion resistant stainless steel reinforcement shall be provided

if specified by the ministry.

8.2.4 CHAMFERS
All edges of concrete components shall have 20 mm x 20 mm chamfers unless
otherwise specified on Ministry standard drawings or by the Ministry.

8.2.5 CONCRETE FINISHING

Surface finishes shall be in accordance with the following table.

Table 8.2: Concrete Surface Finish Requirements

Surface Finish*

Submerged or buried surfaces Class 1

Underside of deck panels or slab girders Class 1

Outer face of deck panels, concrete slabs, or Class 2

concrete girders
Exposed faces of ballast walls, pile caps, Class 2
retaining walls, abutments, piers
Top of deck Transverse broom finish

Bearing seats Magnesium trowelled finish

* Finish Description:
Class 1 – Class 1 finish is the basic finish to be produced on all formed surfaces not
exposed to view unless a better finish is specified or required by the Drawings or
Special Provisions.
• In order to produce a Class 1 finish, the formwork shall be mortar tight. Panel marks
and texture are of no importance.
• All ties, bolts, nails and other metal specifically required for construction purposes
shall be removed or cut back to a depth of 50 mm from the surfaces of the concrete
and the resulting holes filled.
• No dry ties shall be permitted; form tie rods shall remain embedded and terminate
not less than 50 mm from the formed face of the concrete. Removable embedded
fasteners on the ends of the rods shall be such as to leave holes of a regular shape
for reaming and filling.
• Honeycombs and voids over 500 mm² in area shall be filled.
• Honeycombs and voids shall not be repaired until inspected by the Ministry
Representative as special methods of repair may be required where occurring in
structural elements.

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• Otherwise, concrete surfaces shall be repaired in accordance with the repair product
manufacturer’s specifications.

Class 2 – Class 2 Finish is to be produced on all formed surfaces exposed to view from
a moderate distance, such as surfaces of abutments and piers, and to any surfaces for
which a Class 2 finish is specified or required by the Drawings or the Special Provisions.
A Class 2 finish shall provide surfaces of uniform colour and texture as viewed from a
distance of 25 m.
• In order to produce a Class 2 finish, formwork shall be mortar tight and shall render
a true surface. Fins 3 mm wide (maximum) shall be allowed at the panel joints;
however, sheathing joints must be mortar tight.
• Irregularities of 3 mm in height with areas of 50 mm x 75 mm shall be allowed to a
maximum of four such areas per 3 m² of formwork. Patches of dissimilar material
will not be permitted. Horizontal and vertical joints shall be aligned. All ties, bolts,
nails and other metal specifically required for construction purposes shall be
removed or cut back to a depth of 50 mm from the surfaces of the concrete and the
resulting holes filled.
• No dry ties shall be permitted; form tie rods shall remain embedded and terminate
not less than 50 mm from the formed face of the concrete. Removable embedded
fasteners on the ends of the rods shall be such as to leave holes of a regular shape
for reaming and filling.
• Honeycombs, voids, or bugholes over 10 mm diameter shall be filled. All fins and
projections shall be removed with a hand stone or power grinder. The use of a power
grinder shall be kept to a minimum and confined to the areas required. When a
rubbed finish is not called for, patches shall be textured with a mortar float or lightly
brushed after trowelling smooth.
• Where more than 50 voids or bugholes over 5 mm diameter occur per square metre,
or if the surfaces are not acceptably uniform in colour or texture, the entire area
affected shall be given a rubbed finish, repaired in accordance with the repair
product manufacturer’s specifications.

8.2.6 CONCRETE COVER FOR PRECAST COMPONENTS

Concrete cover shall be as specified in the following table.

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Table 8.3: Specified Concrete Cover and Tolerances for Precast Concrete Bridge
Components

Precast Concrete Bridge Design Tolerances for Placement of Reinforcement in

Component1 Concrete Forms
Cover Allowable Allowable Tolerance for
Requirements2 Tolerance for Increase to the
(mm) Reduction to the Required
Required Cover4 (mm)
3
Cover (mm)
Precast Deck Panels

Top of deck panel 50 -8 +8

5
Underside of deck panel 25 -6 +8

Vertical face of exposed deck

50 -8 +8
panel edge
Blockouts and Grouted Deck Joints

Face of blockouts for shear

25 -6 +8
studs, dowels, anchor bolts6
Vertical face of transverse
25 -6 +8
grouted deck joint
Precast Concrete Slab Girders

Top of slab girder 50 -8 +8

Underside of slab girder 30 -7 +8
Vertical face of exposed slab
50 -8 +8
girder
Ballast Walls, Footings and Caps

all 35 -8 +8
Footnotes:
1 The cover for precast concrete is reduced from the cover used in cast-in-place concrete because of greater
dimensional control of formed concrete, tighter tolerances on placement of reinforcing, and better quality
of concrete in plant-controlled conditions (Ref. Table 1 of CSA A23.4). .
2 Concrete cover is the distance from the concrete surface to the nearest deformation (or surface for smooth
bars or wires) of the reinforcement. Concrete cover includes tie wire for reinforcement because tie wire
(when exposed) could corrode and potentially crack concrete.
3 Allowable tolerance for reduction to the required cover shown in the above table is determined based on
the lesser of 8 mm or ¼ required concrete cover, based on Clauses 14.4.1 (a) and 14.4.2 of CSA A23.4.
Allowable tolerances in the table above were rounded down to nearest whole mm.
4 Allowable tolerance for increase to the required cover shown in the above table is 8mm based on Clause
14.4.1 (a) of CSA A23.4.
5 Concrete cover requirements do not apply at drip groove locations on the underside of deck panels.
6 Rectangular blockouts for precast concrete deck panels (made with removable forms and as shown on
ministry standard drawing series STD-EC-030) are subject to the required concrete cover on all faces of
the blockout and the allowable tolerances as specified above. However, where corrugated steel pipe (CSP)
‘stay-in-place forms’ are used to build blockouts for shear studs, dowels, anchor bolt, etc., and where it is

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unavoidable, reinforcement may be placed in direct point contact with the CSP ‘stay-in place-forms’
provided the final resulting blockouts will be filled in the final construction stage.

8.2.7 CONCRETE COVER FOR CAST-IN-PLACE COMPONENTS

Concrete cover for cast-in-place components shall be in accordance with CHBDC.

8.2.8 PRESTRESSED CONCRETE

Prestressed concrete has rarely been used for FSR bridges due to handling constraints
that may be challenging for typical FSR bridge installers to implement therefore a
designer should first consider other options. If prestressed concrete is determined to
be justified for a particular bridge, BC TRAN specifications shall be modified by a
Ministry Engineer and utilized for prestressed components that are part of a project.

Commentary
Prestressed concrete box girders are commonly used by BC TRAN. With special
engineering considerations they can be a practical solution for durable stationary
bridges on some FSRs when the span range is approximately 16 to 26 m, if
transportation routes and installation contractor equipment and capabilities are
appropriate, and there is a high confidence level that the bridge is intended to be
stationary. Engineering shall ensure that the tops of the box girders are appropriately
designed for heavy axle loading appropriate for the FSR, and barrier attachment
detailing is appropriate for standard FOR barriers. Alternatively, standard TRAN
precast bolt-down parapet barriers may be considered, ensuring that deck drainage is
addressed.

8.2.9 GROUT

[Link] General
• Grout shall be Target Traffic Patch fine or coarse, or Ministry pre-
approved equivalent, as specified for the uses below.
• Target Traffic Patch fine shall be supplied for the following uses
unless noted otherwise by the Ministry Engineer for a specific
structure:
o transverse grouted joint between deck panels on composite
bridges;
o grouted deck panel to girder connections on non-composite
concrete deck bridges;
o slab girder to abutment dowel connections; and
o all other uses where the grout layer will be less than 25 mm thick.
• Target Traffic Patch coarse shall be supplied for all other uses unless
noted otherwise by the Ministry Engineer for a specific structure.

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• Grout at the time of delivery shall have a minimum remaining shelf life
of 8 months.

[Link] Structural Field Grouting, Sampling and Testing

The Structural Field Grouting, Sampling and Testing Standard (PDF,
112KB) provides detailed information and specifications for structural
grouting that is done at a bridge site during construction.

8.2.10 WATERPROOFING MEMBRANE

[Link] Situations Requiring Waterproofing Membrane

The following table specifies when waterproofing membrane is required for
standard bridges.

Table 8.4: Situations Requiring Waterproofing Membrane

Bridge Type Specific Situation Location

Steel girder concrete all Deck end joint

deck (composite)

Steel girder concrete If bridge is intended to be Deck end joint

deck (non-composite) installed at the bridge site
longer than 10 years.

Slab girder bridge If the slab girders are shear- Deck end joint
connected.

Waterproofing membrane may be specified in other bridge locations and

situations by the Ministry or bridge designers.

[Link] Waterproofing Membrane Details

Waterproofing membrane shall be designed and installed in accordance

with the standard drawings, the manufacturer’s specifications, and the
following:

• Waterproofing membrane shall be Bituthene 3000, or Bituthene

Low Temperature, as appropriate for the installation temperature;
• Waterproofing membrane shall be protected with asphalt
impregnated fibreboard;

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• Before applying the waterproofing membrane, the concrete shall be

primed with Bituthene Adhesive Primer B2 LVC.
• The top of wall termination (i.e.; top edge of the waterproofing
membrane) shall be sealed with Bituthene Liquid Membrane.

Alternative equivalent materials may be proposed for Ministry Engineer

acceptance consideration.

8.3 STRUCTURAL CONCRETE DESIGN

8.3.1 CONCRETE DECK PANELS

[Link] Panel Edge Thickness

The following table specifies standard deck edge thickness for square
precast concrete deck panels. Variations may be required for skewed or
flared deck panels.

Table 8.5: Standard Concrete Deck Panel Edge Thicknesses

Traffic Loading Deck Width mm (ft) Deck Edge

Thickness mm

BCL-625 4268 (14’) 175

4876 (16’) 175

L-100 4268 (14’) 200

4876 (16’) 200

L-150, L-165 4876 (16’) 225

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[Link] Panel Length

The preferred length of concrete deck panels is 3048 mm (10’).
Notwithstanding, deck panel lengths shall conform to the following:

Table 8.6: Standard Concrete Deck Panel Lengths

Item Length (mm)

Minimum deck panel length 1524

Maximum internal deck panel length 3048

Maximum end deck panel length 3300

(deck over ballast wall)

[Link] Joint between End Panel and Ballast Wall

Concrete deck panels at the end of a bridge shall cover the top of the
ballast wall (i.e.; “deck over ballast wall”.) Bridges shall not be designed
with deck panels that end beside ballast walls (i.e.; “deck beside ballast
wall.”)
End deck panels shall be designed assuming the ballast wall provides no
vertical support to the panel when the standard end deck panel/ballast wall
joint filled with evazote (as shown on the standard drawing) is used.
If structural design of a concrete deck panel requires full support from a
ballast wall, special detailing shall be proposed by the Structural Design
Engineer for Ministry Engineer approval consideration.
Commentary
Bridges with “deck beside ballast wall” designs have, in the past,
experienced more frequent instances of concrete damage than “deck over
ballast wall” designs. They are also more prone to leakage through the
joint.

[Link] Traffic Load Sharing at Interior Transverse Deck Panel Joints

Non-composite deck panels shall be designed assuming no sharing of load

between panels across the compression seal joints. Designers shall pay
special attention to panel design at this location for design traffic wheel
loads, so that panel cracking and/or local failure does not occur.

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Composite panels may be designed assuming some shear transfer between

panels across the grouted joints.
Commentary
Non-composite deck panels have a transverse free edge. These panels
have occasionally experienced cracking and local failure at the transverse
deck joint due to vehicle loading.

[Link] Gaps between Deck Panels and Girder Top Flanges

Construction Assurance Engineers shall document any gaps between deck

panel soffits and girder top flanges when the panels are placed on the
flanges. The Construction Assurance Engineers shall ensure the gaps are
acceptable to themselves, the Ministry Engineer and the Structural Design
Engineer. If the gaps are not acceptable, remediation shall be undertaken.

[Link] Empirical Design Method Not Allowed for Deck Design

The empirical design method described in CHBDC shall not be used for
FSR bridges.

8.3.2 PRECAST CONCRETE SLAB GIRDERS

[Link] Minimum Depth

Minimum slab girder depth shall be 250 mm.

[Link] Design as Flexural Members

All slab girders with aspect ratios (span/width) greater than 2 shall be
designed as flexural members rather than slabs with respect to shear.

[Link] Connection to Abutments

Incorporate sufficient connection of the slab to abutment (steel dowels) to
resist all applied loads including braking loads and earth pressures.
Minimum number and size of dowels: One dowel (min. 25 mm dia.) at each
end of each slab.
Dowels shall be smooth round steel bars. Filling of blockouts in slab girders
around dowels shall ensure no bond is developed with the dowel that will
transfer vertical traffic loads or other vertical loads from the slab girder to
the dowel (i.e. compression of rubber bearing pads shall not be restrained
due to vertical loads being carried by dowels.) Tape around dowels, foam
taped to top of dowels, plastic sleeves around dowels, and other methods
may be used to isolate the dowels from the blockout fill material (grout (for
stationary bridges) or asphalt (for portable bridges)).

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8.3.3 PRECAST LIFTING ANCHORS

[Link] Introduction
Precast concrete components (except concrete roadside barriers and
unreinforced interlocking concrete blocks) shall be designed in accordance
with this section.
Some components and situations will benefit from the use of Ministry
Engineer approved variations from the standards described herein, for
example if the Ministry Engineer has approved that some or all lifts of the
component (including during installation) may be assumed to:
• be crane lifts;
• be 2 excavator lifts;
• use rigging that has been confirmed by a Professional Engineer to
equally distribute load to 4 anchors in a lift by one machine using 4
anchors.
[Link] Anchor and Clutch Types
Components shall have embedded lifting anchors that are compatible with
Dayton-Superior P91S Fleet-Lift Ring Clutches (4-6 ton Ring Clutch or 8-
12 ton Ring Clutch).
If anchors other than Dayton-Superior anchors are proposed to be
supplied, a Professional Engineer sealed confirmation shall be supplied
together with the proposed structural design drawings to the Ministry
Engineer stating that the anchors are compatible with Dayton-Superior
P91S Fleet-Lift Ring Clutches (4-6 ton Ring Clutch or 8-12 ton Ring
Clutch) and that the bridge supplier accepts liability for any possible
issues (including safety) that may be caused by using anchors supplied by
a manufacturer that is not the clutch manufacturer (which typically voids
warranties from both the anchor and clutch manufacturers).
Components (e.g.; ballast walls) may be designed to be thicker than typical
ministry standard components if necessary to allow a sufficient length
anchor to be cast into the component. The increased thickness may be
localized in the vicinity of the anchors or may be for the entire component.
The top of ballast walls shall have anchors that are specifically designated
as erection anchors by Dayton-Superior such that the wall can be tilted by
the anchors from a flat position to a vertical position without spalling around
the anchors unless a practical alternate lifting procedure is specified for
tilting the ballast wall position from flat to vertical without damaging the
wall.

[Link] General Design

The component structural design drawings shall specify:

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• The location; installation requirements and specific type of lifting

anchors;
• The specific required ring clutches;
• Lifting procedures and limitations assumed by the structural design
engineer.
Components shall be designed for balanced lifting.
Components shall be designed to be lifted by one excavator, as per typical
FSR bridge component lifting and installation methods unless otherwise
noted herein.
When a component has 4 anchors in one face intended to be used
simultaneously, it shall be designed to be lifted by one excavator using four
equal length slings/chains in a 4 leg bridle hitch, assuming only 2 of the 4
anchors carry load at any time, as per the following figure.

Figure 8.1: Four Leg Bridle Hitch (Excerpt from Dayton Superior Precast
Handbook)

2 anchors will carry load when

using 4 individual slings. The
other 2 anchors will act to
balance the precast concrete
element.

Concrete slab girders shall be designed to be lifted and moved by one

excavator. They shall additionally have lifting anchors at each end that will
allow one excavator to lift one end while a second excavator lifts the other
end when the slab girder is being placed on its abutments.
Designs shall specify low impact lifting only, with sling angles no flatter
than 30 degrees from vertical.
Lifting anchor recesses shall be specified to be grouted after installation
unless otherwise specified by the Ministry (e.g.; for some portable bridge
components).

8.4 PRECAST CONCRETE UNREINFORCED INTERLOCKING BLOCKS

Precast concrete unreinforced interlocking blocks shall meet the following specifications:

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• Concrete must have a 28 day strength of 20 MPa minimum unless otherwise

specified.
• Blocks shall be cast monolithically (i.e., no cold joints allowed).
• The finish shall meet Class 1 (unless noted otherwise by the ministry) requirements
as described in Section A above.
• Standard full block size must be 1500x750x750 mm.
• Dimensional tolerance must be ± 20 mm for length, width and height and the blocks
shall be reasonably square, with the diagonals within a tolerance of ± 15 mm of
each other.
• Top and bottom surfaces must be flat to a tolerance of ± 3 mm under a 600 mm
straight edge.
• Concrete shall be air entrained 4-7% to protect the surface from freeze thaw
degradation.
• Each block must contain a satisfactory embedded lifting device.
• Interlock pattern and geometry must be approved by the ministry.
• Edges shall be chamfered.
8.5 PRECAST CONCRETE ROADSIDE BARRIERS
Concrete roadside barriers shall meet the standards (including drawings) established by the
BC Ministry of Transportation and Infrastructure in Section 941 of their “Standard
Specifications for Highway Construction”, available at:
[Link]
infrastructure/engineering-standards-and-guidelines/highway-
specifications/volume_2_ss2020.pdf

The Ministry of Forests has one unique concrete roadside barrier, the anchor CRB, which
is described in the standard drawing set: Anchored/Connected Bridge Approach Barriers
(STD-EC-010-17 to 22).

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9. WOOD STRUCTURES
9.1 GENERAL
This section (and the corresponding CHBDC section) provides requirements that
typically apply to wood structures that are not composed of logs, however many aspects
would still be applicable to log structure design.

Log bridges are also addressed in Section 18: Log Structures.

Log culverts (aka wood box culverts) are also addressed in Section 18: Log Structures
and in Section 7: Buried Structures.

9.2 WOOD MATERIALS AND FABRICATION

9.2.1 BRIDGE TIMBERS AND LUMBER MATERIAL STANDARD
The Bridge Timbers and Lumber Material Standard (PDF, 229KB) provides detailed
specifications that apply to the supply of wood components for bridges, including
quality assurance requirements.

9.2.2 WOOD TREATMENT

[Link] Pressure Treated Wood Standard

The Pressure Treated Wood Standard for Timber Deck Bridge
Components (PDF, 736KB) provides detailed specifications, including
quality assurance requirements, for the supply of wood that may be treated
with one of the following preservatives: creosote, pentachlorophenol,
chromated copper arsenate, or ammoniacal copper zinc arsenate.

[Link] CCA Treatment of Coastal Douglas-fir Wood

The Interim Process Specification for CCA Treatment of Coastal Douglas-
fir Wood (PDF, 147KB) provides detailed specifications, including quality
assurance requirements, for the ministry specific process for treatment of
Coastal Douglas-fir wood with a chromated copper arsenate (CCA)
preservative. Unless otherwise specified by the ministry, treated wood
shall be CCA treated Coastal Douglas-fir as described in this process
specification.

[Link] Use and Disposal of Treated Wood

The following document was jointly produced by the BC Ministry of
Transportation and Infrastructure (TRAN) and FOR: Guidelines for Use of
Treated Wood In and Around Aquatic Environments and Disposal of
Treated Wood (PDF, 2MB).

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9.2.3 TIMBER FASTENERS

Bolts used in timber connections shall be in accordance with ASTM A307, and be
galvanized, complete with galvanized malleable iron washers and galvanized nuts.

Screws (aka lag screws or lag bolts) shall be in accordance with ASTM A307 and be
galvanized.

Nails shall be galvanized.

9.3 WOOD DESIGN

9.3.1 GENERAL
Wood design shall be in accordance with CHBDC unless otherwise specified by the
Ministry.

9.3.2 CROSS TIE SIZE & SPACING FOR STEEL GIRDER TIMBER DECK BRIDGES
The following table provides information relevant to the Ministry’s Standard Steel
Girder Timber Deck drawing set (STD-EC-020 Series).

Table 9.1: Cross Tie Size & Spacing for Steel Girder Timber Deck Bridges

Traffic Deck Width Girder c/c Cross Tie Size Cross Tie c/c
Load (mm) Spacing (mm) (mm x mm) Spacing (mm)
BCL-625 4268 3000 200 x 250 406
4876 3600
L-100 4268 3000 200 x 300 406
4876 3600
L-150 4876 3600 250 x 300 406
L-165 4876 3600 250 x 300 305

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10. STEEL STRUCTURES

10.1 GENERAL
This section provides standards for steel components, including assemblies that are
embedded in concrete components, and fasteners.

Standards for reinforcing steel and steel lifting anchors embedded in concrete
components are addressed in Section 8: Concrete Structures.

For quality control, quality assurance and steel fabricator certification requirements refer
to Section 2: Durability and Sustainability.
Unless otherwise specified, steel grade references in this section are to Canadian
Standards Association (CSA) grades.

10.2 STEEL PLATES, BARS AND SECTIONS

10.2.1 CSA STANDARD
Unless otherwise specified by the ministry, structural steel shall comply to CSA
Standard G40.20 / G40.21 “General Requirements for rolled or welded structural
quality steel / Structural Quality Steel.”

10.2.2 FRACTURE-CRITICAL MEMBERS

For fracture-critical members, Charpy V-notch tests shall be specified on a per heat
frequency (contrary to the CHBDC requirement for per plate testing) as defined in
CSA G40.20/G40.21. The steel shall meet the impact energy requirements specified in
CHBDC.

10.2.3 GRADES

[Link] General

Unless otherwise specified by the ministry, all structural steel shall be

uncoated atmospheric corrosion resistant (weathering) steel (350A or 350
AT as applicable). If non-weathering steel is allowed by the ministry, the
steel shall have corrosion protection.

Unless otherwise specified on ministry standard drawings, the grades

described in the following sub-sections (or similar higher grades) shall be
used.

Alternative grades specified in the tables below are considered acceptable.

Other alternatives require approval by the Ministry Engineer and
Structural Design Engineer, for a specific project.

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Commentary
Section 10 of the BC TRAN document "Supplement to CHBDC" provides
helpful guidance regarding commonly available steel grades and sizes in
BC.

[Link] Steel Girder Superstructures

Table 10.1: Steel Grades for Steel Girder Superstructure Components

Component Corrosion Steel Alternative Grade

Protection Grade
Girder flange and web plates Weathering Steel 350AT
(including splices) category 3

Other plates and rolled sections Weathering Steel 350A ASTM A588,
ASTM A709 50W

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[Link] Substructure Steel

Table 10.2: Steel Grades for Substructures

Component Corrosion Steel Alternative Grade

Protection Grade
Pipe Columns (& related plates & bracing)

Pipe Columns Field-painted ASTM A252 ASTM A53,

Grade 2 API 5L X42

Pipe Column related plates Field-painted 300W ASTM A572 44,

(e.g. gusset plates, base plates and ASTM A709 50
bracing spacer plates)

Pipe Column bracing sections Field-painted 350W ASTM A572 50,

(i.e. angles) ASTM A709 50

Piles

Piles- Round Add 3 mm to ASTM A252 ASTM A53,

structurally Grade 2 API 5L X42
required thickness

Piles- HP Add 6 mm to 350W ASTM A572 50,

structurally ASTM A709 50
required thickness

Inverted T-abutments

Inverted T-abutment welded or Weathering Steel 350A ASTM A588,

bolted connection plates & Field-painted ASTM A709 50W

Bearings

Bearing Plates Weathering Steel 350A ASTM A588,

(top and bottom) ASTM A709 50W

Bearing keeper bars (increase size Weathering Steel 350A ASTM A588,
to 9x9 if 6 x 6 bar is unavailable) ASTM A709 50W

Other

Connector Plate (between Ballast Weathering Steel 350A ASTM A588,

Wall & Steel Girder End Plate) ASTM A709 50W

Plate washers for ballast wall & Galvanized 300W ASTM A572 44,
Inverted T-abutment bolted ASTM A709 50
connections

Other plates and rolled sections Weathering Steel 350A ASTM A588,
ASTM A709 50W

Commentary
For typical FSR bridges, some uncoated components in the table above
require an additional 3mm or 6mm thickness added to the structurally

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required thickness to allow for some corrosion to occur without

compromising the necessary capacity of the component. The following
bullets provide additional details:
• Round piles: 3mm additional thickness required due to one side of
uncoated steel in contact with ground;
• HP piles: 6mm additional thickness required due to two sides of
uncoated steel in contact with ground.
Inverted T-abutment welded or bolted connection plates are required to be
field-painted when they are in contact with ground because uncoated
weathering steel is not recommended for ground contact situations.

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[Link] Steel Embedments in Concrete Components

Table 10.3: Steel Grades for Embedments in Concrete Components

Component Corrosion Steel Alternative Grade

Protection Grade
Embedded in Superstructures

Angle shear connectors & Weathering Steel 350A ASTM A588,

plates between connectors ASTM A709 50W
(for concrete slab girders and inverted
channel compo-girders)

Round Bars (welded to slab girder Fully embedded ASTM A36

shear connector) in concrete

Compo-Girder flange plates Weathering Steel 350AT

category 3

Steel armour plates for deck Assembly 300W ASTM A572 44,
ends galvanized ASTM A709 50

CL-3 guardrail insert angles Assembly 350W ASTM A572 50,

galvanized ASTM A709 50

Embedded in Substructures

Ballast Wall embedded plates Weathering Steel 350A ASTM A588,

ASTM A709 50W

Inverted T-abutment embedded Weathering Steel 350A ASTM A588,

plates for welded connections (& Field-painted ASTM A709 50W
if in contact with
ground)

Concrete cap embedded plates Weathering Steel 350A ASTM A588,

(for connections to pipe columns or ASTM A709 50W
piles)

Embedded in Superstructures & Substructures

Corrugated steel pipe blockouts Galvanized G401

Dowels- Round (aka pins, drift Essentially fully 300W ASTM A572 44,
pins, smooth bars: embedded in ASTM A709 50
typ. min. 25mm dia. for substructure grout, concrete or
connections or substructure to asphalt
superstructure connections)

Other plates Weathering Steel 350A ASTM A588,

ASTM A709 50W

Other rolled sections Weathering Steel 350A ASTM A588,

ASTM A709 50W

Commentary
Inverted T-abutment embedded plates for welded connections are required

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to be field-painted when they are in contact with ground because uncoated

weathering steel is not recommended for ground contact situations.

[Link] Steel for Bridge Barriers and Approach Barriers

Unless otherwise specified in the BSM, steel grades for bridge barriers and
approach barriers shall be as specified on the standard bridge drawings.

10.3 STEEL STUDS AND FASTENERS

10.3.1 BOLTS FOR STRUCTURAL STEEL CONNECTIONS
Bolts for structural steel work shall meet the specifications of ASTM F3125 Grade
A325 Type 3 M22 installed in accordance with CHBDC unless otherwise specified by
the Ministry.

10.3.2 THREADED RODS

Threaded rods shall be ASTM A193 Grade B7 (galvanized) or ASTM A307
(galvanized) as specified on the standard drawings.

Cut ends of galvanized threaded rods shall be coated with 3 coats of Galvacon or
equivalent.

10.3.3 NUTS AND COUPLERS

Nuts and couplers shall be in accordance with ASTM A563 and shall be compatible
with the bolts, threaded rods or threaded reinforcing bar specified, to develop the full
strength of the bolt, rod or bar.

Couplers embedded in concrete shall meet the above requirements and shall be
galvanized “Burrard” couplers.

Commentary
Example standard uses of “Burrard” couplers are:
• CL-1 and CL-2 guardrail connections to concrete slab girders and concrete
deck panels;
• Steel guardrail connections to Anchor CRBs.

10.3.4 STUDS
Studs that are welded to composite girder steel top flanges or other steel plates or
sections and are intended to be embedded in concrete or grout shall be headed studs
that meet the requirements for stud shear connectors specified in CHBDC.

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10.3.5 FASTENERS FOR BRIDGE BARRIERS, APPROACH BARRIERS AND WOOD

COMPONENTS
Fasteners for bridge barriers, approach barriers and wood components shall be in
accordance with the standard drawings.

10.4 STEEL DESIGN

10.4.1 STEEL I-GIRDERS

[Link] Standard Steel I-Girder Spacing

Standard steel I-girder transverse spacing for several deck widths is
provided in the table below.

Table 10.4: Standard Steel I-girder Spacing

Deck Width mm (ft) Standard Girder Spacing (mm)

4267 mm (14’) 3000

4876 mm (16’) 3600

[Link] Steel I-Girder Bolted Splices

Provide bolted I-girder splices on all steel I-girders procured through a
design/supply contract when girders have an overall length >24.384 m
(80’) unless otherwise directed by the ministry engineer.

For design/supply/install contracts, bolted steel I-girder splices shall be

provided at the discretion of the detailed design engineer.

[Link] Diaphragms between Steel I-Girders

Diaphragms shall be provided between steel I-girders at bearing locations
and at interior locations with a maximum spacing of 8 m between
diaphragms.

[Link] Plan Bracing between Non-Composite Steel I-Girders

Provide continuous plan bracing for all bridges.

[Link] Plan Bracing between Composite Steel I-Girders

For bridges procured through a design/supply contract:

• When overall girder length </= 24.384 m:

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▪ Provide at least one plan brace for erection purposes when

there is no bolted girder splice;
▪ Provide at least one plan brace for erection purposes at each
bridge end when there is a bolted girder splice.
• When overall girder length > 24.384 m: Provide continuous plan
bracing.

For bridges procured through a design/supply/install contract:

Plan bracing shall be at the discretion of the detailed design engineer who
shall consider the method of erection.

[Link] Stud Groups for Composite Deck Panels

Design of stud groups placed in pockets shall take account of reduced

effective strength for stud spacings less than 4 diameters;

[Link] Short Span Composite Girders

Composite bridges with spans < 15 m may be designed so that the girders
carry all loads without relying on composite action with the deck.

Commentary
Stud fatigue requirements in CHBDC become problematic for very short
composite bridges if the girders are designed to be fully composite.

[Link] Steel Girder End Panel Tension Field Analysis

For steel girder end panel tension field action analysis and for the purposes
of application of CSA S6 Section [Link]: for the girder end panels and
adjacent to large openings in the web, the shear capacity shall be calculated
using Ft=0.

Refer to Chapter 14 for guidance on the evaluation of existing steel I-girders

that may not have been designed in accordance with the paragraph above.

Commentary
Prior to approximately 2022, the Ministry did not have detailed standards
relating to this issue.

10.4.2 FATIGUE

[Link] General Fatigue Design

Fatigue design shall be undertaken in accordance with Section 3 and the
following:

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• Fatigue Stress Range

fsr < FSR where:

fsr = the calculated stress range at the detail due to the passage of the
design vehicle; and

FSR = Fatigue stress range resistance;

• Number of Design Cycles

500,000 for spans > 12 m; and

1,000,000 for spans </= 12 m.

[Link] Fatigue resistance of stud shear connectors

Contrary to CHBDC, stud shear connectors shall be designed for the
following stress range:

𝑉𝑠𝑐 𝑄𝑠
𝜏𝑠𝑟 = ≤ 𝐹𝑠𝑟𝐷
𝐴𝑠𝑐 𝐼𝑛 𝑛

Where:

Vsc = range of design shear force at the section along the length of the
beam where the shear resistance of shear connectors is being evaluated for
the design traffic loading.

10.5 STEEL FABRICATION

10.5.1 CERTIFICATION, QUALITY CONTROL & QUALITY ASSURANCE
Refer to Section 2: Durability and Sustainability.

10.5.2 STEEL PLATE ROLLING DIRECTION

Steel plates for main members, splice plates for flanges, and main tension members
shall be cut and fabricated so the direction of rolling is parallel to the direction of the
primary stresses.

10.5.3 WELDING SPECIFICATIONS

• All welding shall be done under suitable cover;
• All welding, and inspection of welding, must conform to CSA W59 Welded Steel
Construction (Metal Arc Welding);

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• Fabricate girders as fracture critical members in accordance with CHBDC except

that Charpy V-notch testing results are only required on a per heat frequency;
• Weld metal of primary tension members and fracture critical members shall meet
the CVN toughness requirements specified in CHBDC;
• Welds shall be 6 mm fillet welds, unless noted otherwise;
• The desired objective for flange to web welds, for both I-girders and all-steel
portable girders, is that they be made as continuous, uninterrupted and uniform
welds free of abnormalities that could result in stress concentrations;
• Generally, web to flange welds shall be made continuously by machine or
automatic welding using submerged arc welding, flux-cored arc welding or metal-
cored arc welding;
• I-girder flange to web welds shall be made using submerged arc welding;
• There may be instances where the ministry may accept girder web to flange welds
with stops and starts in the deposition of weld material (e.g., at plate diaphragm
locations on box girders, at certain end of girder locations with limited access, or
upon occasions of unexpected power outages). However, continuous welds made
by automatic or machine methods are required wherever it is reasonably physically
possible (e.g., welds made on the outside of all steel portable box girders, and
interior welds on all steel portable box girders except as previously noted);
• Where welds require repair, they may be repaired using a semi-automatic or
manual process, but the repaired weld shall blend smoothly with the adjacent
welds. Weld repairs shall be undertaken in accordance with CSA W59;
• The welding procedure data sheets, as per CSA W47.1, shall be available for
ministry review prior to fabrication;
• Where pile splicing is necessary, it must be done in accordance with details shown
on the drawings prepared by the detailed design engineer.
• Field welding of steel girders (other than connections to bearings and ballast
walls) is not permitted except as specifically pre-approved by the ministry.
Commentary
Ministry bridge construction typically involves two types of welding:
• Shop welding, including: primary steel superstructure load carrying members,
some bracing, inserts for embedment into concrete; bearing components,
superstructure post base plates, guardrails; and
• Field welding required during installation of bridge components, including:
bearing components, steel substructure components, shear connections between
precast members.

10.5.4 SHOP TRIAL FIT OF GIRDER SPLICES

Shop trial fit shall be undertaken for all girder bolted splices unless CNC equipment is
used.

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10.6 CORROSION & STEEL COATINGS

10.6.1 GENERAL
Steel coatings and consideration of corrosion shall be in accordance with this section,
the steel grade tables provided above, and the standard bridge drawings.

10.6.2 GALVANIZING
Unless specified elsewhere by the ministry, galvanizing shall be undertaken in
accordance with ASTM A123, minimum 610 g/m2.

All steel to be galvanized shall meet chemical composition recommendations to ensure

against embrittlement as specified by the American Galvanizers Association:
[Link].

Structural Design Drawings shall detail components to be galvanized to have adequate

drainage, as per the reference above, to allow safe and high-quality galvanizing.

10.6.3 SUBSTRUCTURE PAINT

All non-galvanized buried steel except for driven piling shall be protected against
corrosion using Xymax Mono Guard™ or a similar Ministry pre-approved equivalent,
applied in accordance with the manufacturer’s specifications (accelerator to be used as
recommended by the manufacturer for specific humidity and temperature conditions).

10.6.4 STEEL GUARDRAIL PAINT

The Steel Guardrail Component Paint Standard (PDF, 261KB) provides detailed
specifications to be used when HSS bridge guardrail systems, or portions of those
systems, are to be painted.

Commentary
This paint standard was specifically developed to provide a non-fading high visibility
safety yellow coating. Various pre-approved paint systems are described, including a
powder-coated option. Also included are surface preparation requirements and
directions for approval of alternate paint systems. Older painted HSS guardrails on
FSR bridges may have been coated with a different (epoxy only) safety-yellow paint
system that quickly faded and became chalky.

10.6.5 NATURALLY CORROSIVE ENVIRONMENTS

[Link] General

This section provides standards applicable to bridges in naturally occurring

corrosive environments. Naturally corrosive environments include:

• Marine coastal areas, including estuaries;

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• Sites in close proximity to waterfalls or other water features that

produce nearly continuous mists that affect bridges;
• Sites where bridges are nearly continuously wet from fog, shade,
mist, rain, condensation, etc.

Commentary
All FSR bridges are affected by corrosion over time, however they are not
all considered to be in a “naturally corrosive environment” as it is
described in this section.

[Link] Uncoated Weathering Steel Prohibited

Uncoated weathering steel shall not be used for stationary bridges in
naturally corrosive environments. Concrete or coated structural steel shall
be specified in these situations.

Commentary
FSR weathering steel girder bridges in naturally corrosive environments
have frequently not met their intended 45 year design life due to rapid and
excessive corrosion.

See the Federal Highway Administration (FHWA) Technical Advisory

5140.22 FHWA Uncoated Weathering Steel in Structures document for
details regarding situations where weathering stee use is not
recommended.

[Link] Naturally Corrosive Environment Steel Coating

Specification

[Link].1 Situations for Use

This naturally corrosive environment steel coating specification shall only

apply where it has been specified. For most FSR bridges this specification
will not be applicable.
Components to be coated to this specification shall be specifically
identified in advance of bridge supply bidding, and typically may include
such items as girders, bracing, guardrails, bearing assemblies, exposed
substructure components, etc.

[Link].2 Specification

• Steel components to be installed shall be shop-coated in accordance

with all aspects of BC Ministry of Transportation and Infrastructure
(TRAN) coating specifications, including but not limited to quality
control/assurance and documentation requirements, as described in the

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Standard Specifications for Highway Construction (TRAN) Section

216: Coating of Steelwork and Section 308: Coating Systems, with
exceptions as provided herein.
• In the above noted TRAN specifications, for the purpose of FOR
projects, the term “ministry” shall refer to “FOR”; and the term
“ministry representative” shall refer to the “FOR ministry engineer” or
to the FOR “ministry in-plant quality assurance inspector.”
• The coating system shall be chosen by the contractor from category
SS1 or SS4, as described in the TRAN Recognized Products List;
• Surface preparation shall be SSPC-SP10.
• Unless otherwise specified by the Ministry, paint colour shall be in
accordance with the TRAN Recognized Products List, except that
guardrail components shall be safety yellow.
• Steel to be coated to this specification may be weathering (e.g., A or
AT) or non-weathering (e.g., W or WT), as chosen by the contractor.
Typical FOR notch toughness (T) requirements shall be met for
components made of non-weathering (W) steel.

10.6.6 CORROSIVE ROAD SURFACE TREATMENTS

When corrosive road surface treatments are applied to bridge decks or road surfaces in
the vicinity of bridges, bridge design and detailing shall direct corrosive runoff from
approaches and decks away from steel superstructure and substructure components.

In these situations, decks with exposed steel, including All-Steel-Portable decks (even
if they are coated) and concrete slab girders with welded shear connections shall not
be used.

Commentary
De-icing and dust-suppression salts applied to bridges or to roads in the vicinity of
bridges cause unusual and rapid corrosion of steel bridge components they contact.

All-Steel-Portable deck coatings wear off rapidly due to traffic therefore the coating is
ineffective in providing corrosion protection for the steel deck.

Typical ministry bridge standards assume that corrosive road surface treatments are
not used. Some standard FSR bridge details are not appropriate in locations where
corrosive road surface treatments are used.

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11. JOINTS AND BEARINGS

11.1 JOINTS
Most ministry bridges are of a semi-integral design where expansion deck joints are not
required at the bridge ends. Long span bridges shall utilize joints if the thermal
expansion/contraction is excessive for use of the typical semi-integral system.

For multi-span bridges the joint design between spans shall be proposed by the general
arrangement engineer or detailed design engineer for approval consideration by the
ministry engineer.

All joints shall be designed to ensure that leakage detrimental to the structure (e.g.; onto
girders or bearings below) does not occur.

Notwithstanding the above, typical joints between concrete deck panels, timber deck
panels and concrete slab girders shall be in accordance with the standard drawings.

If multi-span composite bridges have continuous spans, the transverse joints between
concrete deck panels in negative moment regions (i.e.; over piers) shall be reinforced to
minimize cracking in the joint.

11.2 BEARINGS
Bearings shall be ozone resisting natural rubber (natural polyisoprene) designed in
accordance with CHBDC, unless otherwise specified by the Ministry.

Bearings must be protected against water ponding and accumulation of dirt and debris.

Maximum average pressure on plain elastomeric bearings shall not exceed 4.5MPa at
SLS Combination 1, including Dynamic Load Allowance.

Where expansion bearings are used, the Structural Design Drawings shall specify
sufficient information to facilitate installation at various temperatures.

Accommodate longitudinal grades greater than 2% with a bevel plate or sloped cap
beam unless otherwise specified on a ministry standard drawing.

Steel reinforced elastomeric bearings shall have a minimum of two steel reinforcing
plates and the cover of elastomer for the top and bottom plates shall be 5 mm. Side
cover on all reinforcing plates shall be 5 mm.

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12. BARRIERS
12.1 GENERAL
Ministry standard barriers include bridge vehicle barriers, combination vehicle/pedestrian
barriers and approach barriers. Ministry projects shall utilize standard ministry barrier
drawings customized for each specific bridge rather than having entirely unique barrier
designs created for projects.
Refer to the following for additional details:
• Section 2 for concrete roadside barrier and steel fabricator certification
requirements
• Section 3 for barrier loading and design information;
• Section 8 for concrete roadside barrier fabrication requirements; and
• Section 10 for steel guardrail fabrication and coating requirements.
In some situations the Ministry may determine that a bridge barrier system is required
that is more robust than ministry standard systems, or is designed to accommodate other
traffic types (e.g.; bicycles).

12.2 SELECTING BRIDGE BARRIERS AND APPROACH BARRIERS

Refer to: Guidance for Selecting Bridge Guardrail Containment Level and Determining
Need for Bridge Approach Barriers on FSRs (PDF, 329KB)

12.3 APPROACH BARRIERS

Refer to: Considerations for Use of Ministry Standard Drawings STD-EC-010-05 and
STD-EC-010-17to22 Bridge Approach Barriers for FSR Bridges (PDF, 172KB)

12.4 COMBINATION PEDESTRIAN/VEHICLE BRIDGE BARRIERS

Refer to: Guidelines on Use and Application of Ministry Standard Drawings STD-EC-
010-10 and STD-EC-010-11 Pedestrian Railings for Attachment to CL-2 and CL-3
Vehicle Guardrails on FSR Bridges (PDF, 424KB)

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13. MOVABLE BRIDGES

13.1 GENERAL
The Ministry does not utilize movable bridges such as mechanical lift bridges. A
Ministry Engineer will determine specifications if the need arises. Ministry portable
bridges are not considered to be movable bridges.

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14. EVALUATION
14.1 GENERAL
This section provides some Ministry standards relating to inspection and evaluation of
bridges. The Ministry Engineering Manual provides additional details relating to
inspection of FSR bridges.

14.2 CORPORATE BRIDGE REGISTER

The Ministry maintains a database of bridges and inspections called the Corporate Bridge
Register (CBR). Details about CBR are available for Ministry staff on the Ministry’s
internal website.

14.3 ROUTINE INSPECTION FORMS

The following standard routine inspection forms are required to be used for routine
inspections. These forms may be modified slightly as required to suit inspection
methodologies that utilize iPads or computers for field data collection.

• FS1337A-1: Log or Timber Stringer Structures (PDF, 1.3MB)

• FS1337B-1: Bridges – Excepting Log or Timber Stringer Structures (PDF,
1.3MB)
• FS1337C: Routine Condition Culvert Inspection Form (PDF, 1.1MB)

14.4 INSPECTION OF BEARINGS

Inspection of bridge bearings shall be undertaken with consideration of the following:
Protocol for Inspection of Bridge Bearings (PDF, 3MB).

14.5 POST-FIRE BRIDGE ASSESSMENT

Inspection and evaluation of bridges affected by fires shall be undertaken in accordance
with Post-fire_Bridge_Assessment Guidance &_Procedures (PDF, 3.7MB).

14.6 SHEAR CAPACITY EVALUATION OF END PANELS ON EXISTING STEEL I-GIRDERS

Evaluation of existing steel I-girder end panels for shear capacity shall be undertaken in
accordance with the following document, if required.

Alternative Methodology for Determining the Shear Capacity of End Panels on Existing
Girders (PDF, 1.7MB)

Commentary
Evaluation of some existing steel I-girders using conservative assumptions may conclude
that the girders are substantially deficient in shear capacity. The document referenced
above provides a more refined methodology that may indicate higher shear capacities.

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14.7 MAJOR CULVERT INSPECTION ADDITIONAL INFORMATION

See Appendices to Section 7: Buried Structures.

14.8 “NORMAL” TRAFFIC LOADING FOR EVALUATIONS

The standard traffic loading scenarios for FSR bridges, as described in section 3, are to be
considered “normal” traffic loading for evaluation purposes.

14.9 BRIDGE LOAD POSTING SIGNS

If a bridge is not capable of carrying highway legal traffic, or if a bridge has a lower
capacity than would be expected at a bridge site, it shall have load posting signs on each
approach that indicate the load capacity of the bridge.

When a bridge requires a load posting sign, the sign shall show maximum load limits
(weights) that are determined specifically for the bridge by an engineer. The sign, and
the methodology for determining the load limits on the sign, shall generally be in
accordance with section 14 of CHBDC.

Commentary
An engineer may determine that the example bridge load limit sign shown on the Forest
Service Road sign standards webpage is appropriate for a specific bridge, however
caution should be exercised by engineers when determining the various weights to be
shown on this sign. For example:

• If the max. GVW at the top of the sign is shown to be the GVW of the original
bridge design traffic loading vehicle, it may be excessively conservative and may
limit long trucks that may need to use the bridge;

• Excessively conservative load limits on bridge load posting signs may result in
unnecessary negative economic impacts to road users and/or bridges being
replaced unnecessarily; and

• Care should be taken to ensure that the load limit shown for the short 3 axle truck
is logical when compared to the sum of the load limits for the single axle and the
tandem axle group.

Although the following document has not been revised to be consistent with current
ministry standards, it may provide information that engineers will find helpful when they
are evaluating bridges:

Forest Bridge Capacity Signage - A Technical Review of Bridge Load Rating (PDF,
1.2MB).

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15. REHABILITATION AND REPAIR

15.1 GENERAL
Rehabilitation and repair of structures shall be undertaken in accordance with directions
from a Ministry Engineer or shall be approved by a Ministry Engineer prior to being
undertaken. Rehabilitation and repair of structures does not entirely need to be done in
accordance with section 15 of CHBDC.

15.2 CONCRETE REPAIR GUIDE FOR CONCRETE BRIDGE COMPONENTS

Concrete repairs shall be undertaken in accordance with the following guide: Concrete
Repair Guide for Concrete Bridge Components (PDF, 826KB), except that the use of a
bonding agent, as specified in this document, is not advisable if it is contradicted by a
grout manufacturer’s directions for use (e.g.; Target Traffic Patch).

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16. FIBRE-REINFORCED STRUCTURES

16.1 GENERAL
The Ministry does not commonly use fibre-reinforcement. A Ministry Engineer will
determine appropriate specifications if required.

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17. ALUMINUM STRUCTURES

17.1 PEDESTRIAN/ATV RECREATION BRIDGES
The Ministry occasionally is involved with recreation bridges that utilize aluminum as the
primary structural material. In such cases a Ministry Engineer will determine the
appropriate specifications utilizing the following bridge supply special provisions
template.

Aluminum Pedestrian and ATV Bridge Supply Special Provisions (DOCX. 69KB)

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18. LOG STRUCTURES

18.1 GENERAL
Log structures are not required to meet all the typical Ministry standard requirements
described in this manual that apply to durable bridges. For example, they are not
required to:
• Meet a 45 year design life requirement; or
• Receive in-plant Quality Assurance inspection.
However, with a Ministry Engineer’s prior approval, a log structure may be an acceptable
bridge on an FSR in some situations. The approving Ministry Engineer will be
responsible to adapt the use of Ministry bridge standards as appropriate for this situation.
For design drawing requirements refer to Section 21: Design Drawing Requirements
Log bridges and log culverts shall be designed and constructed in accordance with
published references and in general accordance with CHBDC interpreted for log
structures.

Commentary
Suggested references include the FERIC Log Bridge Construction Handbook
(availability of new copies unknown), and the ministry’s Log Bridge Stringers and Needle
Beam Sizing, (PDF, 4MB), 1981, guide. Note that neither of these references have been
updated in recent decades therefore should be considered together with current guidance
provided by a Professional Engineer.

18.2 LOGS
Logs used for stringers, sills, cribs, and other components shall meet the specifications
provided by the design engineer. Log cribs and sills shall be composed of cedar logs,
except for ephemeral installations where other log types may be considered by the
Ministry Engineer.

18.3 TIMBER-DECKED LOG BRIDGES

Commentary
Timber decked log bridges are currently rarely used.

18.4 GRAVEL-DECKED LOG BRIDGES

Commentary
Gravel decked log bridges are occasionally used on FSRs in remote areas.

18.5 LOG CULVERTS

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Refer to Section 7- Buried Structures for some standards relating to culverts. Additionally,
the Ministry Engineering Manual has substantial information relating to standards for log
culverts.

Commentary
Log culverts are sometimes known as wood box culverts. They are occasionally used on
FSRs in remote areas.

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19. BRIDGE SUPPLY CONTRACT TEMPLATES

19.1 FSR BRIDGES
19.1.1 BRIDGE SUPPLY SPECIAL PROVISIONS TEMPLATE

[Link] General
The Bridge Supply Special Provisions template shall be used for all FSR
bridge projects that include the supply of bridge components. Usage
requirements include:
• A Ministry Engineer shall be involved with use of the
template for each specific project.
• Template users shall ensure they are using the most recent
template version, since it is regularly updated.
• The bridge supply special provisions template shall
typically be used for obtaining bridge components even if
an entire bridge is not required.
Commentary
Fabricators, consulting engineers, contractors, and others can view the
template at any time to ascertain some of the typical ministry contractual
requirements related to bridge supply.

In late 2024 the bridge supply special provisions document replaced

multiple individual standard bridge material requisition templates that
were customized for the supply of specific types of bridges or components.
Although these replaced documents are now obsolete they are available
for viewing in section 19 of the Bridge Standards Library. Users of the
current bridge supply special provisions template may occasionally find it
helpful to look at the obsolete templates for ideas they may want to work
into the bridge supply special provisions for certain unusual types of
projects (e.g. All-Timber Portable Bridges, HSS Guardrail Materials for
Retrofit, or Pedestrian Railings for Retrofit).

[Link] Use in Supply Contracts that exclude Installation_

The bridge supply special provisions template is to be used when
developing contract documents (including for solicitation) for FSR bridge
supply contracts that exclude installation.

[Link] Use in Supply and Install Contracts

[Link].1 Bridge Supply Special Provisions

If bridges or bridge components are to be supplied as part of a complete

supply and install contract, contract documents (typically a complete

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tender package) shall utilize the bridge supply special provisions template
as part of a more complete special provisions package which shall also
include bridge installation special provisions.

[Link].2 Bridge Installation Special Provisions

Local Ministry Engineering Groups may be requested to provide examples

of previously used Bridge Installation Special Provisions documents that
can be modified as required to suit a new project
Commentary
The Ministry does not have a standard bridge installation special
provisions template.

[Link] FSR Bridge Contracts Not Managed Directly by the

Ministry
The standard bridge supply special provisions template is specifically
written for use in contracts that are directly managed by the Ministry,
however, FSR bridge projects managed by others (e.g.; Road Use Permit
holders) shall be in general conformance with the standard requirements
described in the template. The bridge supply special provisions template
may be modified as required to be used in contracts that are not directly
managed by the Ministry.

19.1.2 COMPETITION NOTICE TEMPLATE

[Link] General
When the Ministry directly contracts for FSR bridge supply (without
installation) it uses a unique contracting process called the Multi-use List
Request for Qualifications (MULRFQ). One of the contract documents
the Ministry uses for solicitation in this process is the MULRFQ
Competition Notice template.

The Competition Notice template includes a response form that must be

filled out by respondents submitting responses to the Competition Notice.

Commentary
The following internal website link provides Ministry staff with detailed
information relating to MULRFQ:
[Link]
71B101670E4

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[Link] Respondent Qualification Tables

The response form in the Competition Notice template includes
qualification tables that must be filled out by respondents submitting
responses to the Competition Notice. These tables are evaluated for the
lowest priced proposal to verify that Respondents meet specific
qualification requirements (on a pass/fail basis).

These respondent qualification tables shall be used for bridge supply

projects and shall be modified as required and worked into contract
solicitation documents for bridge supply and install contracts.

FSR bridge contracts not directly managed by the Ministry shall utilize
similar methods to ensure that suppliers of bridges meet Ministry
qualification standards.

[Link] Pricing Tables

The response form in the Competition Notice template includes pricing

tables (for fabrication price, delivery price and total price) that must be
filled out by respondents submitting responses to a Competition Notice for
bridge supply (without installation).

Contracts directly managed by the Ministry for supply and installation

shall use these tables and add an additional table to address installation
price.

Contracts not directly managed by the Ministry are not required to utilize
these pricing tables.

19.2 ALUMINUM PEDESTRIAN & ATV BRIDGES (NON-FSRS)

The Aluminum Pedestrian and ATV Bridge Supply Special Provisions (DOCX, 67KB)
template may be used by Ministry Engineers if they become involved in contract
preparations for the supply of lightweight aluminum truss bridges, for pedestrian and/or
ATV recreation use, that are not on FSRs.

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20. STANDARD DRAWINGS

20.1 GENERAL DESCRIPTION OF THE STANDARD DRAWINGS
Ministry Standard Drawings provide standards that shall be used, where appropriate, by
engineers responsible for specific projects.

Engineers involved with specific projects shall determine whether standard drawing
requirements are appropriate for their project. If they determine that certain requirements
are inappropriate, they shall propose variations for Ministry Engineer approval.

Standard Drawings are not to be used directly for construction (i.e.; fabrication and/or
installation.) Project specific drawings shall be created for construction of specific
projects.

The following link provides access to the drawings: Standard Drawings.

Commentary
Some of the Standard Drawings are quite detailed in nature and may require limited
additional engineering if the Design Engineer confirms that few changes from the
Standard Drawing are required for their specific Design Drawings.

Several of the Standard Drawings address proprietary component conceptual designs

that have been approved by the Ministry. Proponents whose proprietary designs have
been approved have provided proof to the Ministry that their components meet stringent
requirements for structural integrity and durability.

The Ministry has historically utilized Standard Drawings to assist in communicating

requirements for bridges and bridge components. A substantial number of Standard
Drawings were created in previous decades for the Forest Service Bridge Design and
Construction Manual. Many of those drawings have since been replaced or updated.

20.2 CATEGORIES OF STANDARD DRAWINGS

The various categories of Standard Drawings are described below.

20.2.1 STEEL GIRDER CONCRETE DECK BRIDGE

Drawings (STD-EC-030-01 to 10) are provided for steel girder bridges with composite
or non-composite precast concrete deck panels.

Commentary
This is one of the most common bridge types on FSRs. Composite deck panels are
intended to be used for stationary bridges. Non-composite panels are intended to be
used for semi-portable bridges.

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20.2.2 PRECAST REINFORCED CONCRETE SLAB BRIDGE

Drawings (STD-EC-070-01 to 04) are provided for reinforced concrete slab girder
bridges. The girders may be connected to each other with welded steel connections or
with grouted connections. An option is also provided to utilize the girders without
connections between girders.

Commentary
These bridges are commonly used for various types of short span applications.

20.2.3 STEEL GIRDER TIMBER DECK BRIDGE

Drawings (STD-EC-020-01 to 07) are provided for steel girder bridges with
continuous timber decks and for steel girder bridges with decks composed of discrete
timber panels/modules.

Commentary
When the modular deck panels are utilized, the resulting bridge is considered to be
portable or semi-portable.

20.2.4 ALL-STEEL-PORTABLE BRIDGE

Drawings (STD-EC-091-01 to 05) are provided for all-steel-portable (ASP) bridges.
These bridges are composed of steel trapezoidal boxes with steel plate decks.

Commentary
ASPs are commonly used for short-term portable bridge installations.

20.2.5 ALL-TIMBER-PORTABLE BRIDGE

Drawings (STD-E-025-01 to 03) are provided for a 6.1 m long portable bridge
composed completely of timber and associated steel fasteners.

Commentary
These drawings for a specific length portable timber bridge are infrequently utilized.
If fully untreated, this superstructure will have a short lifespan.

20.2.6 SUBSTRUCTURE DRAWINGS

A variety of substructure component drawings (STD-EC-050- 01 to 21) are provided,
including:

• Ballast walls;
• Substructures for steel bridges;
• Substructures for concrete bridges;
• Cap details;

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• Modular concrete block abutments; and

• Precast concrete “Inverted T” abutments for concrete slab bridges.

20.2.7 BARRIERS
The barriers category includes drawings for:

• Timber and steel bridge vehicle guardrails (STD-EC-010-01 to 04 and 06) with
containment levels varying from CL-1 (weakest) to CL-3 (strongest);
• Steel pedestrian railings (STD-EC-010-10 and 11) for attachment to CL-2 and
CL-3 vehicle guardrails for create a combination vehicle/pedestrian barrier;
• Simple log and concrete bridge approach barriers (STD-EC-O10-05); and
• More robust anchored/connected concrete approach barriers (STD-EC-010-17
to 22).

Detailed guidelines relating to use of the barrier drawings listed above are described in
Section 12 of this manual.

20.2.8 MISCELLANEOUS

[Link] Proprietary Concrete/Steel Hybrid Girders

Designs for the following two proprietary concrete/steel hybrid bridge
girders are provided:

• Compo-GirderTM Composite Girder (STD-E-011-01);

• Compo-GirderTM Inverted Channel Beam (STD-E-011-02).

Generally, it is not recommended to directly specify these products for

FSR bridges, however the two Compo-GirdersTM may be proposed as
contract alternatives in certain situations by a contractor with permission
to use the proprietary designs. The Ministry needs to evaluate any
proposed contract alternatives on a case-by-case basis.

20.2.9 STANDARD MAJOR CULVERT DRAWINGS

The Ministry’s two major culvert related drawings are described below.

[Link] Terraspan GRS ArchTM

The Terraspan GRS ArchTM open bottom culvert (STD-C-050-01 to 05) is
a proprietary concept which utilizes a corrugated steel arch installed in a
specific manner, as described on this drawing.

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[Link] Steel Pipe Trash Rack

The steel pipe trash rack (STD-C-040-01) is a tripod structure that can be
utilized to minimize the risk of large debris, such as logs, plugging the
inlet of a culvert.

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21. DESIGN DRAWING REQUIREMENTS

21.1 GENERAL
Section 21 describes the requirements related to Design Drawings for various types of
bridges and major culverts.

21.2 DESIGN DRAWINGS FOR BRIDGES OTHER THAN LOG BRIDGES

This section describes the requirements related to Design Drawings for bridges, other than
log bridges. In some cases (when general arrangement design and full structural design is
undertaken for a specific site prior to contracting for bridge supply) a single design drawing
set may address all the requirements for General Arrangement Drawings and Structural
Design Drawings.

21.2.1 GENERAL ARRANGEMENT DRAWINGS

[Link] Overview
Typically, the General Arrangement Drawings consist of a set of drawings
showing the components and configuration of the proposed bridge
crossing overlain on-site plans and profiles. The General Arrangement
Drawings reference specific Ministry Standard Drawings and documents
from the BSM.

The Ministry has a Sample Bridge General Arrangement Drawing (PDF,

3.4MB).
General Arrangement Drawings for specific bridge sites (simple or
complex crossings) shall be prepared to be similar to this sample drawing
set.

[Link] Details

Ensure that General Arrangement Drawings clearly depict the proposed

components and configuration of the bridge in relation to the forest
road, stream, and streambanks.
Bridge General Arrangement Drawings shall include, but not be limited
to, the following:
• Site location key map;
• Designer’s name (and seal);
• Name of the stream, road, and station (km) and adequate information
to detail the location of the structure;
• Traffic loading scenario (e.g.; BCL-625 etc.)
• Design vehicle configuration used for horizontal alignment (e.g.; WB-
19, etc.);

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• Design references (e.g. CHBDC, BSM, specific ministry standard

drawings);
• Expected design life of the structure in place and, if portable or semi-
portable, the total design life of the structure;
• Design high-water elevation for bridges and design discharge;
• Clearances between the design high-water level and soffit (low
point of underside of superstructure) of bridges;
• Details of debris passage or management strategies, if required;
• Road approaches and grades, including width requirements (e.g.,
allowance for vehicle side tracking) and side slopes, to a sufficient
distance back from the bridge to show potential problems, or to the
end of the first cut or fill;
• Dimensions and location of turnouts;
• Dimensioning and labelling of component parts;
• Connection requirements for component elements;
• Drawing scales;
• Relevant site plan and profile data;
• Location (vertical and horizontal) of proposed structure relative to
field reference points;
• Deck elevations at bridge ends;
• Possible ford or temporary bridge crossing locations;
• Road and bridge or culvert signs;
• Approach barriers, if required;
• Critical elevations of substructure components;
• Scour protection: dimensions, composition, extent of placement,
design slope, design high water, and other considerations;
• Rip rap extents;
• Limits of construction for contract purposes;
• Special provisions related to the unique nature of the site and
crossing, including specific instructions to bidders related to
process or results, as appropriate; and
• Special instructions relating to component installation
standards, requirements, or methods as deemed necessary.

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21.2.2 STRUCTURAL DESIGN DRAWINGS

[Link] Overview
These drawings are often prepared after, and elaborate upon, the General
Arrangement Drawings.
For some projects (especially those using the “pre-design” bridge
acquisition method) the information required for Structural Design
Drawings and the information required for General Arrangement
Drawings are combined into one all-encompassing Design Drawing set.
In this scenario general arrangement details and structural details can be
discussed and finalized by the design engineers prior to completion of any
Design Drawings.
In combination, the General Arrangement Drawings and the Structural
Design Drawings shall provide all information necessary to fabricate and
install a bridge.

[Link] Details

Structural Design Drawings shall include, but not be limited to, the
following:
• Layout of all components put together;
• Design references (e.g. CHBDC, BSM, specific ministry standard
drawings, general arrangement drawings specific to the design);
• Design Traffic Loading
• Individual member shapes, dimensions and connection details;
• Material specifications and references (e.g.; CSA, ASTM, etc.);
• Steel grades, impact category, finish;
• Timber species, grades, preservative treatment;
• Concrete strength, slump, and air entrainment;
• Superstructure elements, configuration, and connections;
• Dimensions and sizes of components;
• Fracture critical and primary tension component identification;
• Weights of:
o Single girder;
o Assembled steel girders plus bracing and
diaphragms;
o Deck panels, ballast walls, caps, slabs and footings.
• Girder or stringer arrangements and connections;
• Span lengths;

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• Camber;
• Bridge width;
• Curb and rail configuration, connections, and component elements;
• Bridge identification requirements;
• Field fabrication details;
• Abutment elements, configuration, and connections;
• Piers;
• Bearing materials and connections;
• Where expansion joints and/or slotted bearings are used, sufficient
information shall be provided to facilitate installation at various
temperatures.
• Location and sizes of piles or posts;
• Pile-driving specifications, minimum expected pile penetrations, set
criteria, and required service level capacities;
• Field welding requirements;
• Bracing and sheathing configurations;
• Foundation requirements, material types and depth, and compaction
level;
• Allowable wind velocity during construction procedures shall be stated
on the drawings, when necessary;
• Design requirements for lifting, transportation and installation as
described elsewhere in the BSM.

Note that the Structural Design Drawings are sometimes supplemented

by Shop Drawings prepared by a fabricator for their convenience in
undertaking fabrication in accordance with the Structural Design
Drawings.

21.3 MAJOR CULVERT DESIGN DRAWINGS

Major culvert Design Drawings shall include all relevant mandatory information as
described above for bridge General Arrangement Drawings and shall also include, but not
be limited to, the following:

• Location of the culvert, such as a key map;

• Design traffic loading;
• Fill height, depth of cover, maximum and minimum cover requirements;
• Design slopes of fill and riprap;
• Culvert invert elevations at the inlet and outlet;

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• Culvert specifications and dimensions: material details, opening dimensions, length,

corrugation profile, gauge, material type, and inlet bevel specifications;
• Corrugated metal culvert specifications and dimensions: corrugation profile, gauge, and
inlet bevel specifications;
• Concrete culvert specifications and dimensions;
• Log culvert specifications and dimensions (see section pertaining to log bridges below);
• Site preparation requirements;
• Embedment requirements, including a description of the substrate and any rock used to
anchor the bed material in the pipe;
• Foundation details;
• Backfill and installation specifications;
• Installation camber;
• Culvert gradient;
• Seepage barrier details if required;
• Special attachments or modifications;
• Inlet requirements (rip rap layout, stilling basin, etc.);
• Outlet requirements (rip rap layout, stilling basin, backwater weir for fish passage, etc.);
• Rip rap specifications, including dimensions and configuration;
• Design high-water elevation and design discharge, inlet or outlet control;
• Connection details for pipe sections; and
• Any existing improvements and resource values in the vicinity of the culvert that would
influence or be influenced by the structure.

21.4 TIMBER DECKED LOG BRIDGE DESIGN DRAWINGS

Since log stringer and crib materials are variable in nature and finished dimensions are
not uniform, log bridge Design Drawings are somewhat schematic.

The log bridge superstructure and log crib Design Drawings should include all relevant
information described in a previous sub-section for bridge General Arrangement
Drawings and should also include, but not be limited to, the following:

• Schematic layout indicating width and span;

• Reference source for stringer and needle beam sizing;
• Minimum stringer, curb, and needle beam dimensions;
• Stringer, curb, needle beam, and crib logs specifications, including species, quality
characteristics of acceptable logs, and seasoning;
• Stringer-to-cap bearing details, including shim types and stringer and cap- bearing
width and surface preparation;
• Dap details at log connections;
• Needle beam locations and connection details, if applicable;

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• Space to add stringer, curb, and needle beam sizes as part of the as-built record;
• Deck layout, indicating tie sizes and spacing, plank thickness, and connections;
• Other material specifications, including sawn timber, hardware, and shims;
• Excavated depth relative to scour depth for mudsill or bottom bearing log;
• General layout and arrangement of front, wing wall, deadman, and tieback logs, and
their connections to each other and to the bearing log or cap;
• Description of crib fill material;
• Layout and description of in-stream protection, if applicable; and
• Rip rap protection layout and specifications (as required).

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