Manual For Engineering

Engineering Manual
Revision Date: November 23, 2007
RESOURCE TENURES & ENGINEERING BRANCH
Ministry of Forests and Range
ENGINEERING MANUAL 2006
Table of Contents
Table of Contents......................................................................................................................... 5-1 5. Design and Construction of Bridges and Major Culverts................................................... 5-1 5.1 Introduction................................................................................................................ 5-1 5.2 Policy ......................................................................................................................... 5-1 5.3 Mandatory Practices................................................................................................... 5-1 5.4 Design Requirements for Bridges and Major Culverts.............................................. 5-2 5.4.1 Design Responsibility and Considerations .................................................... 5-2 5.4.2 Typical General Arrangement Design Approach .......................................... 5-3 5.4.3 Design Opening ........................................................................................... 5-10 5.5 Types of Bridge Structures ...................................................................................... 5-10 5.5.1 Bridge Superstructures................................................................................. 5-10 5.5.2 Bridge Substructures.................................................................................... 5-12 5.6 Types of Major Culvert Structures .......................................................................... 5-13 5.7 Site Data and Survey Requirements for Bridges and Major Culverts ..................... 5-14 5.8 Design Discharge Criteria........................................................................................ 5-15 5.8.1 Factors Affecting Runoff ............................................................................. 5-15 5.8.2 Methodologies to Estimate Design Flood Discharge................................... 5-16 5.8.3 Comparing Discharges Using Hydrological Information ............................ 5-17 5.9 Agency Referrals ..................................................................................................... 5-17 5.10 General Arrangement Construction Drawings and Specifications .......................... 5-20 5.10.1 General Bridge Arrangement Drawing Requirements................................. 5-20 5.10.2 Bridge Superstructure Drawing Requirements ............................................ 5-24 5.10.3 Bridge Substructure Drawing Requirements ............................................... 5-24 5.10.4 Log Bridge Superstructure on Log Crib Drawing Requirements ................ 5-25 5.10.5 Major Culvert Drawing Requirements......................................................... 5-25 5.10.6 Portable Bridge Superstructures .................................................................. 5-26 5.11 Major Works Construction Contract........................................................................ 5-26 5.12 Bridge and Major Culvert Materials Acquisition .................................................... 5-27 5.13 Bridge and Major Culvert Materials Quality and Fabrication ................................. 5-28 5.13.1 Assurance of Material Quality ..................................................................... 5-28 5.13.2 In-Plant Inspection of Bridge Materials and Fabrication............................. 5-31 5.14 General Conformance and Construction Documentation ........................................ 5-32 5.15 Resources and Suggestions for Further Reading ..................................................... 5-33
Chapter 5 Design and Construction of Bridges and Major Culverts
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5.
5.1
Design and Construction of Bridges and Major Culverts

Introduction
This chapter describes some of the key activities and practices important to ensuring the successful design and construction of bridges and major culverts on forest roads. The topics covered include:

design requirements and considerations; types of structures; site data and survey requirements; estimating design discharge for streams; construction drawings and specifications; construction materials, quality assurance, and fabrication; and statement of general conformance and construction documentation.
In this chapter:
Bridge means a temporary or permanent structure carrying a road above a stream or other opening and includes a log stringer structure equal to or greater than 6 m in span length, or with an abutment height of 4 m or higher. Major culvert means a stream culvert having a pipe diameter of 2,000 mm or greater; a pipe arch with a span greater than 2,130 mm; a log stringer structure with a span 6 m or greater or a log crib height greater than 4 m; or a structure installed over a stream that has a design discharge of 6 m3/sec or greater. Portable bridge superstructure is a bridge superstructure that is designed and fabricated, in accordance with the Forest Service Bridge Design and Construction Manual, for ease of movement and installation.
The Forest Service Bridge Design and Construction Manual (B.C. Ministry of Forests, 1999) provides further discussion on planning, design, and construction of forest road bridges. Note: Log culverts, defined as those with gravel decks, spans less than 6 m and abutment heights less than 4 m, are covered in Chapter 4: Road Survey and Design and Chapter 6: Road Construction of this manual.
5.2
Policy
All bridges and major culverts on Forest Service Roads must be designed by a professional engineer and constructed not only to be cost-effective, appropriate for the site, and safe for users, but also to minimize the impacts on forest and other resources.
5.3
Mandatory Practices
All ministry bridges and major culverts must be designed by a professional engineer, and constructed with the involvement of a Coordinating Registered Professional. See 5.4.1: Design Responsibility and Considerations
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All ministry bridges must be designed and constructed in conformance with the Forest Service Bridge Design and Construction Manual. See 5.4.2: Typical General Arrangement Design Approach All fabricated bridge superstructures must be permanently labelled with unique identifiers. See 5.10.2: Bridge Superstructure Drawing Requirements All new steel, pre-cast concrete, and treated timber bridge materials acquired by the ministry must be inspected at the fabrication plant by ministry Inspectors as a measure of quality assurance. See 5.13.2: In-Plant Inspection of Bridge Materials and Fabrication After construction of a bridge or major culvert, a professional engineer must sign and seal a Statement of Construction Conformance and as-built drawings. See 5.14: General Conformance and Construction Documentation After construction of a bridge or major culvert, a Coordinating Registered Professional must sign and seal a Crossing Assurance Statement consistent with the Guidelines for Professional Services in the Forest Sector Crossings.
5.4
Design Requirements for Bridges and Major Culverts

Bridge and major culvert designs must be signed and sealed by a professional engineer. Designs should clearly identify the professional engineer who is taking overall design responsibility. The professional engineer who takes overall responsibility to ensure that all aspects of the design are appropriately addressed is called the Engineer of Record, and may or may not be the detailed design engineer (e.g. detailed structural design). If a log stringer structure requires a gravel road fill depth greater than 2 m, the stringer structure should be designed by or at minimum be reviewed by a professional engineer. The design of bridges and major culverts encompasses more than just the design of structural components. A bridge or major culvert design should consider the composition and interaction of all the components, as well as their relationship and impact on not only the users, but also on the road and stream components. A bridge includes the superstructure, substructure, connections, approach road fills, and scour protection works. A major culvert includes the culvert materials, compacted bedding and backfill, embedment materials for embedded culverts, scour protection, and the roadway. All bridge or major culvert designs should consider:

5.4.1 Design Responsibility and Considerations
user safety; accommodation of pedestrian traffic where required; site selection, including assessment of stream geomorphology and geotechnical (global and local) considerations;
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environmental integrity; fish habitat and fish passage; impact of the proposed structure on the stream during and after construction; site revegetation requirements; structure alignment and location (vertical and horizontal) relative to the road and stream channel; complete structure combination (substructure, superstructure, connections, and scour protection); suitability of selected foundations for the specific site; design flood development; navigation (Navigable Waters Protection Act), if applicable; debris potential and passage; scour protection; design vehicle configuration for load and alignment; design traffic frequency; design service life influence on selection of bridge type and composition; construction layout, methodology, and timing; and economics.
5.4.2 Typical General Arrangement Design Approach Bridge and major culvert designs and construction approaches for forest roads in British Columbia have evolved into industry standards. Typical details and arrangements are described in the Forest Service Bridge Design and Construction Manual and in guidelines and requirements for ministry bridges. The most common components have been structurally pre-engineered and are well known by bridge engineers, fabricators, erectors, and owners. Practitioners in bridge and major culvert design for forest roads should be thoroughly familiar with:

the Forest Service Bridge Design and Construction Manual; CAN/CSA S6-00, Canadian Highway Bridge Design Code; Navigable Waters Protection Act; other associated bridge standards (for welding, fabrication, etc.); and the Engineering Equipment and Services (EES) Directory.
Forest Service Bridge Design and Construction Manual The Forest Service Bridge Design and Construction Manual drawings include standards that contain ministry-approved component configurations and details. Detailed designs for various components, such as concrete decks, slab girders, and various footing arrangements, are also provided in the manual. As well, the manual lists proprietary bridge components (consisting of conceptual drawings with minimal details) that have been approved by the ministry. Proponents wishing to have proprietary systems accepted by the ministry must show proof that their components will meet the stringent requirements laid out in
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the manual for structural integrity, durability, and other relevant aspects pertaining to the products usage. Note: It is the responsibility of the proponent to prove out their product, not the ministry. Deviation from the requirements of the Forest Service Bridge Design and Construction Manual and the associated standard drawings is not recommended. Where an unproven system or product is implemented, it is being done so without ministry approvals. Products or systems that are not currently approved, but for which it appears efficiencies might be gained by their acceptance, should be brought to the attention of Resource Tenures and Engineering Branch for evaluation. If the branch determines that products or systems provide efficiencies and meet stringent performance requirements, those components will be incorporated into the Forest Service Bridge Design and Construction Manual as acceptable ministry standards. The Resource Tenures and Engineering Branch web page provides links to the Forest Service Bridge Design and Construction Manual and other pertinent bridge and major culvert information and documentation. Additional design guidelines can also be found posted on this site. During the transition from CAN/CSA S6-88, Design of Highway Bridges to CAN S6-00, Canadian Highway Bridge Design Code, interim design guidelines are provided on the Bridges and Major Culverts website to supplement the Forest Service Bridge Design and Construction Manual. Typical Design and Implementation Process

The typical bridge or major culvert design and implementation process is as follows: The requirement for a bridge or major culvert structure is determined. A professional engineer is engaged to develop the most efficient crossing configuration design. The performance requirements for the crossing (which should include information that captures the relevant design considerations listed in 5.4.1: Design Responsibility and Considerations) are conveyed to the engineer. The design engineer evaluates the options for the crossing given the available information. The engineer conducts a site visit and makes note of the physical site parameters, including observations on design flood hydrology, foundation evaluation, vertical and horizontal alignment and crossing location opportunities, and construction limitations (such as equipment and materials access). The designer makes recommendations for the development of a site plan.
Generally, for all but the most simple crossings, a detailed site plan is recommended. The site plan, described in more detail in 5.7: Site Data and Survey Requirements for Bridges and Major Culverts is the detailed crossing design.
Chapter 5 Design and Construction of Bridges and Major Culverts 5-4
General Arrangement Design A general arrangement design shows that the proposed crossing structure meets the site-specific operational requirements. Typically, the general arrangement consists of a set of drawings showing the components and configuration of the proposed bridge or major culvert crossing, as well as construction details overlain on a site plan and profile (see the more detailed discussion in 5.10: General Arrangement Construction Drawings and Specifications). The designer should make reference to specific ministry standard drawings and details laid out in the Forest Service Bridge Design and Construction Manual. The objective of the general arrangement designer is to produce the most cost-effective structure that satisfies the design and operational requirements, for the specific crossing, considering site, bridge material, and installation factors. Sample General Arrangement drawings for a concrete deck on steel girder bridge are shown in Figures 5.1 - 5.4 and as illustrated and discussed following, these General Arrangement drawings reference FSBDCM Standard Design drawings for components such as the deck elements. Generally, structural design of bridge elements is not efficient when developing General Arrangement drawings. General arrangement bridge designs should clearly identify the engineer with overall design responsibility for ensuring that all aspects of a bridge or major culvert design have been appropriately addressed. The design engineer will sign and seal general arrangement drawings that illustrate the position of the bridge or major culvert structure along the road and over the stream or crossing, including the horizontal and vertical controls, design high-water level, scour protection work, bridge components including their dimensions and connection details, and other appropriate design and construction details (for a more detailed discussion, see 5.10: General Arrangement Construction Drawings and Specifications. Where design aids or contributions from other specialists have been used in the design, reference should be made within the design documentation to their specific contribution.
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Figure 5-1: Sample General Arrangement Drawing: Site PlanControl Traverse

Figure 5-2: Sample General Arrangement PlanDesign Criteria

Figure 5-3: Sample General Arrangement Drawing: Foundation Details

Figure 5-4: Sample General Arrangement Drawing: Abutment Assembly Details

Detailed Structural Design For all but the most complex structures, detailed structural design is not usually completed in the development of general arrangement designs. For the typical, simply supported forest road bridge structures, detailed structural design of the superstructure components is most effectively completed by bridge material fabricators or it may already have been completed according to ministry standard designs within the Forest Service Bridge Design and Construction Manual. Where detailed bridge component structural design is required, the fabricators professional engineer would design the most cost-effective and efficient structures based on material availability and fabrication process. Where a detailed design has been produced by others, the fabricator may encounter fabrication inefficiencies. Detailed structural design of superstructure components, by designers producing general arrangements for typical simply supported bridges, is not recommended. 5.4.3 Design Opening The Forest Planning and Practices Regulation (Sec. 74 (1)) defines the peak flow return period (design flood) requirements for bridges and major culverts based on the anticipated life of the structures. Bridges to be in place for a relatively short life pose reduced risks (compared with bridges expected to have longer life), and thus reduced design flood concerns can be considered subject to the criteria described in the Forest Planning and Practices Regulation (Sec. 74 (2) (3)). In addition to design flood passage, allowances must be made for anticipated debris. For bridges, freeboard above the design highwater needs to be incorporated to allow for passage of floating debris. In the case of major culverts, accommodation for debris (floating or submerged) also needs to be considered in the design process. Where floating debris is minimal and regular maintenance is anticipated, debris catchers/traps may be suitable. 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.
5.5
Types of Bridge Structures

The approved ministry superstructure configurations are identified in the Forest Service Bridge Design and Construction Manual. As noted previously, use of non-approved systems is not recommended. The approved systems provide for numerous construction options including:

5.5.1 Bridge Superstructures
timber decks on steel; precast concrete slabs; non-composite concrete decks on steel girders;
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composite concrete decks on steel girders; Compo-Girders; and steel-free decks (precast concrete arch panel composite deck).
The following general rules of thumb can be used to help guide estimating or evaluating concept designs for typical single-lane, simply supported, single-span bridges: Cost efficiencies for in-place bridges, by superstructure span types:

For spans 12 m or less, concrete slab structures are typically most economical. For spans between 12 and 18 m, non-composite concrete decks on steel girders are most economical. For spans greater than 18 m, composite concrete decks on steel girders are generally most economical.
Selection considerations, by superstructure material options: a) Precast concrete slabs: are extremely heavy and required appropriate equipment to launch and place (although there are options to reduce piece weights); are expensive to freight because of their weight; have advantages for use as widenings for corners: much more costefficient than concrete on steel for short spans; involve two main options for shear connectors between slabs: grouted connections: they are structurally continuous; they are labourintensive and time-consuming to install; grout requires time to set, and installation should not be done in cold temperatures welded connections: they require installation by a certified welder; they allow the bridge to be put into service immediately; their installation is not limited by temperature; the welds can be cut and the bridge moved elsewhere (though this should not be done more than once) allow for thinner profiles, which may be an advantage to minimize approach height and still meet the 100 year peak flow (Q100) requirements; if 7 m or shorter, do not require connections between slabs but have more steel, making heavier individual components; and are relatively heavy structures, impacting foundation requirements. b) Non-composite concrete decks on steel: require deeper girders than slabs or composite decks on steel (below); require less grout work and are not as structurally critical as composite concrete decks on steel; are not as conducive as composite concrete decks on steel to flaring of decks at bridge ends, because the superstructure cannot transfer loads between deck panels; and can be set up to allow for bolted deck connections to allow for bridge removal and use elsewhere.
c) Composite concrete decks on steel: require shallower girders than non-composite concrete decks; require grout work that is labour-intensive, time-consuming, and significantly more extensive than for non-composite concrete deck; are not easy to dismantle; and are more conducive than non-composite concrete decks to flaring of decks at bridge ends, because of the ability of the superstructure to transfer loads through the deck panel connections. With flared concrete decks at bridge ends, structural design is more complex. Designers typically use the precast ballast wall to support the end deck panel. Grouting between the ballast wall and end deck panels is required as a means of providing full contact to obtain full bearing of the deck on the ballast wall. Note: A composite concrete deck saves on materials (such as steel girder dimensions), compared with a non-composite concrete deck, but installation of the composite superstructure is more expensive because of the need for extensive grout work in the field. d) Timber deck on steel girder superstructures: are very common though for permanent applications, concrete deck structures are more economical in the long term because the decks have a longer expected life; timber decks are available in treated and untreated systems; treated systems are cost comparable to concrete; treated wood decks, particularly those treated with Creosote, can be controversial among certain stakeholders and regulatory agencies because of the pollution potential; timber decks are lighter than concrete and thus generally, when compared to non-composite concrete systems require smaller girders; timber decks can be modularized for easy removal and re-installation; and timber deck on steel girder systems are available with skid plates and more robust girder systems for portable/temporary installations. e) All steel portable superstructures: are very expensive relative to other types of superstructures; are not recommended for typical permanent installations; are good for high frequency of reuse; are very portable and easy to install; and require deck coatings, which is a high maintenance item, to provide for trackability, and are high maintenance. 5.5.2 Bridge Substructures Several types of substructures are available to support bridge superstructures. The options for a particular site should be based on the type of superstructure, operational requirements, and specific-site conditions. The substructure types range from simple log sills to driven piles.
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The Forest Service Bridge Design and Construction Manual presents numerous permanent bridge substructures standards. The standard design drawings in the manual typically consist of precast concrete spreadfootings and are suitable where adequate soil bearing can be obtained. The standard drawings also provide for T footings, suited to concrete slab girder superstructures requiring shallow abutments; and steel pipe columns on precast footing standards, suited to steel girder superstructures and concrete slab superstructure requiring higher abutments. The Forest Service Bridge Design and Construction Manual should be consulted for the standards on cap and bearing details for pile foundations. The following substructures are not captured in standard design drawings in the Forest Service Bridge Design and Construction Manual:

log cribs (suited to temporary usage); concrete lock block abutments (typically limited to three blocks high); and steel binwalls (numerous steel binwalls exist, but few new ones are being installed).
5.6
Types of Major Culvert Structures

Log, concrete, steel, and aluminum culverts are all types which can be classified as major culverts according to the criteria noted in 5.1: Introduction. Log stringer structures have been discussed previously (5.4.1: Design Responsibility and Considerations) and are not further discussed in this section. Culverts are often preferred structures in suitable situations. Their advantages over bridges may include:

economics culverts are generally 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 so as to minimize impacts; and they enable maintenance of road widths and provide extra road width (widenings) more readily than bridges.
Steel and aluminum culverts are typically soil-metal structures. The soil and the metal work together to provide the structural integrity to support loads on the structure. The metal without the soil is insufficient to support the design loads and would collapse. Typical designs require soil to be 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. Culverts come in a variety of shapes and sizes. The selection of appropriate size and shape should be a function of the design parameters.
5.7
Site Data and Survey Requirements for Bridges and Major Culverts
The engineer assuming design responsibility for a bridge or major culvert requires site-specific information for the proposed crossing. For very simple sites, the designer can personally obtain the required information through on-site measurements and sketches, but it is usually more efficient to have a survey crew obtain this information. A detailed site survey (see Forest Service Bridge Design and Construction Manual Appendix E Bridge and Major Culvert Site Plan Specifications) is recommended for the majority of bridges and major culvert projects. The survey information is used to produce site plan and profile drawings for planning, evaluating, and developing the crossing design. The designer should determine the type and extent of site survey to be completed, including the quality of site information to be collected. Information to be collected and noted on a site plan/profile (Forest Service Bridge Design and Construction Manual Sec. 1.3.2) typically includes:

contours to 0.5 m interval accuracy (may vary depending on complexity of the site); the riparian class for streams or lake classification; the apparent high-water elevation of the stream, based on visible evidence of recent flooding; a description of the composition and size of stream bed materials; a description of streambank materials and stream stability; cross-sections and a profile of the stream: one cross-section should be along the proposed road centreline and extend beyond the stream channel width, normally to at least 50 m on each side; horizontal and vertical location of reference points established during the site survey, which can be used to establish (and re-establish) the structure location during construction; the stream flow velocity and direction, if the flow may influence the size or layout of the structure; a description of the soil profiles and foundation soil conditions, based on soil explorations appropriate to the level of risk; presence (or absence) of bedrock, and depth to bedrock; a description of any evidence of stream debris or slope instability that could affect the crossing, based on upstream observations; any existing improvements or resource values in the vicinity that may influence the size or layout of the structure;
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location and dimensions of any existing structure, including edge of roadway, abutment, superstructure, stream, edge of clearing information, profile of existing road to the limits of the survey, and location, general description, and extent of vegetation; the locations and dimensions of any upstream structures, and a note about whether there is any evidence of damage or disturbance from any sources (erosion, debris damage, etc.); potential sources of rip rap, endfill material; any other pertinent information: Is the site currently accessible by road? Are there road or bridge restrictions on load length or weight? If so, how can these be overcome? If test drilling seems likely, how much work is required to get a drilling truck (usually not all-wheel drive) to the site? if equipment fording or temporary bridge crossings will be necessary for construction, information about possible ford and temporary bridge crossing locations and other considerations such as depth of stream at that point, bottom material, and access gradients; and the date of the survey and name of the surveyor.
If a fish stream is involved, the Fish-stream Crossing Guidebook Chapter 3 should be consulted for additional site information requirements.
5.8
Design Discharge Criteria

The design discharge for streams should be determined for a particular recurrence interval. Establishing a return period provides a benchmark of the relative risk to be attached to any particular design. See Forest Planning and Practices Regulation Sec. 74 (1)
5.8.1 Factors Affecting Runoff The runoff effect of a stream depends on many factors, most of which are not readily available or easy to calculate, such as:

rainfall (e.g., occurrence of cloudbursts; hourly and daily maxima); snowpack depth and distribution, and snowmelt; contributory watershed area, shape, and slope; topography and aspect; ground cover; soil and subsoil composition; weather conditions; harvesting and road or other upslope development or disturbance; drainage pattern (stream order, branchiness; lakes and swamps); and stream channel shape, length, cross-section, slope, and roughness.
Because topography, soil, and climate combine in infinite variety, drainage for specific sites should be designed individually from available data for each site. In addition, the designer should consult those who have long experience in
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maintaining drainage structures in the area, as well as observing evidence of local activity/events. 5.8.2 Methodologies to Estimate Design Flood Discharge There are too many analytical and empirical methods for estimating stream discharge to be discussed at any length in this manual. Professional engineers, who in the course of carrying out their professional functions as designers of a bridge or a major culvert, are ultimately responsible for establishing the design discharge for a structure. Those estimating stream discharges should be familiar with methods used and their limitations, or consult those with training and experience in stream discharge determination. Those methodologies commonly used involve:

working from available evidence of flood flows in the stream in question; gathering evidence of flood flows in other streams, relating these to their drainage basin characteristics, and then, from the characteristics of the basin under consideration, estimating a flood flow; and relating meteorological data to stream basin characteristics and estimating flood flow through empirical methods.
The necessary data for these methodologies can be obtained from several sources: Site Information Site-specific data at, and adjacent to, the proposed crossing can be used to estimate the maximum flow. Records of culverts and bridges within the vicinity that have successfully withstood known flood events can provide useful information in the estimation of flood flows. Stream Basin Characteristics Stream basin characteristics such as length, slope, order, roughness, vegetative characteristics, and elevation band, combined with meteorological data, can be used in empirical approaches to determine design flood flows. Data on Other Streams Studies done on other streams in the vicinity, with similar characteristics, can provide information on relationships and comparative values. Hydrometric Records The Water Survey of Canada publishes Surface Water Data (annual reports of readings on hydrometric stations throughout the province), as well as Historical Stream Flow Summaries in which mean values and annual peaks are tabulated. These stream flow records can be used to project design flood flows from theoretical analysis.
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5.8.3 Comparing Discharges Using Hydrological Information Determining design flood discharge usually involves applying several different methods and then using judgement to select an appropriate design value. In all stream flood discharge determinations, it is prudent to compare the proposed opening size with historically problem-free existing stream crossings serving similar drainages in the same area. The designer should compare the flood discharge estimates derived from the site information with other data and theoretical derivations. The final selection of design discharge and resulting bridge opening or major culvert size should then be based on the designers judgement (taking into account these comparisons), together with consideration of debris potential, ice jams, and any other local factors that might influence the structure opening.
5.9
Agency Referrals
Once the site plan and preliminary design are completed, the Ministry Representative responsible for the project must decide if applications for permits to construct a crossing need to be made with relevant agencies such as the B.C. Ministry of Environment (MoE), Fisheries and Oceans Canada (DFO), and Transport Canada (Navigable Waters Protection Division). B.C. Ministry of Environment 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. The ministry administers various Acts that might be relevant to bridge or major culvert construction. Fisheries and Oceans Canada is the lead federal government department responsible for protecting anadromous fish species and their habitat by administering the Fisheries Act and Regulations. Timing and methods of construction might be stipulated by either DFO or MoE agencies. DFO Pacific Region has provided some commentary for small clear span bridges: Pacific Region Operational Statement - Small Clear-Span Bridges. Transport Canada, Navigable Waters Protection Division, administers the Navigable Waters Protection Act. Its mandate includes protection of the public right of navigation in tidal waters. According to the division, approvals are required for every crossing. However, it is the ministrys practice to only refer and apply for crossings where the type and size of the structure or the nature of the stream have a potential for navigation problems. Once it is established that a waterway is indeed navigable, then in general there are two main types of documents that may be issued for a work:

formal approval; and a Work Assessment letter.
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The formal approval process is followed when the work is considered to potentially have a significant impact on navigation, or when the work is specifically named within the Act. Works named within the Act are bridge, boom, dam, and causeway. Work Assessment letters can be issued in the case where the work is considered not to have a significant impact on navigation. Formal approvals issued by the Navigable Waters Protection Division require that the work be subjected to an Environmental Assessment in accordance with the Canadian Environmental Assessment Act. See Ministry Guidelines for Navigable Waters approval submissions. Use and Role of Environmental Monitors Environmental monitors are only required as described by the Fish-stream Crossing Guidebook and only when specified by the environmental agencies on a site specific project basis. To avoid the potential for or perception of conflict of interest, an Environmental Monitor, when required, must be retained by the ministry rather than the works contractor. An Environmental Monitor may be retained to monitor site activities for conformance with construction contract work plans that incorporate measures to protect forest resources in accordance with legislative requirements or during active development operations in sensitive habitats and ecosystems. Environmental Monitors may be warranted where road or bridge construction occurs in critical or important fish habitats, or where instream work is approved outside of the fisheries timing window. The requirement for an Environmental Monitor may be a condition of project approval and construction contract work requirements. However, utilization of Environmental Monitors should only be implemented when warranted. Appropriate qualifications for Environmental Monitors can be found on the Engineering Equipment and Services (EES) Directory under two categories: i) Professional Environmental Monitoring (RPBio); and ii) Technical Environmental Monitoring Where an Environmental Monitor may be warranted, their scope of duties may include: 1. liaise with ministry staff or other regulatory agencies; 2. observe, record, and photograph the baseline site conditions before work commences and identify any significant (material adverse) changes in site conditions during and after work; 3. attend the pre-work meeting and other project meetings as necessary, and provide assistance to the Licensee/Permittee/Contractor or ministry to assess conformance with the construction contract work plans, contract conditions, and BCTS EMS requirements (e.g., EFPs; Hazardous Materials Spill Preparedness Responsibilities and Spill Action Steps; Landslide and Major
4.
5.
6.
7.
Erosion Event Response and Erosion Action Steps; and EMS documentation requirements); conduct on-site field visits either continuously or periodically to observe active operations; the timing and duration of field visits will depend on the type and complexity of the work, and on the sensitivity of the site and forest resource values at risk of damage or loss; during field visits, evaluate the adequacy of erosion and sediment control techniques, including work procedures for instream work, construction and diversions on watercourses, and observe, record, and photograph site conditions and work procedures; provide practical and appropriate options to protect or minimize harmful effects to fish and fish habitat if changes to the work occur due to unforeseen circumstances; modify or stop operations if the following occurs: a. site activities do not conform with approved construction contract work plans and contract conditions; b. work activities lead to harmful levels of sediment entering a stream; c. work activities may harmfully alter, disrupt, or destroy fish or fish habitat or other forest resources; d. unforeseen circumstances related to the work cause or may cause environmental problems.
8. assist the Licensee/Permittee/Contractor or ministry with documentation requirements; 9. if applicable, confirm that the completed work activities meet the requirements of the fisheries agency that grants a variance on the timing window and/or approval for the planned works; 10. provide a brief written report to the ministry (and other agencies if requested) preferably within two weeks (but not later than four [4] weeks) after completion of the project that includes the following information: a. Background information; b. Summary of Licensee/Permittee/Contractors work procedures and environmental protection strategies; c. Description of pre-works activities, works activities, and post-works activities; d. Conclusions; and e. Appendices, including copies of stop work orders (if any) and photographs (with time and date) of all important phases of the work showing site conditions before, during and after the work.
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5.10 General Arrangement Construction Drawings and Specifications

General arrangement drawings are the outcome of the design process and show the location, composition, and arrangement of the proposed structure in relation to the specific crossing. Such drawings are needed to:

describe the structure to other stakeholders, agencies, and other parties, as necessary; allow the estimating, contract tendering, and costing of materials, installation, and associated site work; and provide direction to the builder and reduce the need for ongoing direction from the designer during the actual field construction.
Note: Site plan and profile drawings are design aids from which a proposed design is developed. They are not general arrangement drawings or design drawings. General arrangement drawings should be signed and sealed by the professional engineer who is taking responsibility for the design. A set of construction drawings consists of the general arrangement drawings supplemented with detailed superstructure and substructure drawings and other fabrication, material, and construction specifications. Shop drawings are prepared by material fabricators to detail, and in many cases complete the structural design of bridge structure components. These drawings will form part of the construction drawing set and should be retained as part of the as-built documentation. The complete construction drawing set should provide comprehensive details on the location, composition, arrangement, design parameters, and fabrication, materials, and construction specifications for the specific proposed structure. The development of construction drawings is an integral part of the construction process and is intended to be completed before on-site construction begins. The general arrangement drawings and fabricator shop drawings should be compared for consistency. Typical scales for bridge and major culvert design and construction drawings are 1:200, 1:100, and 1:50. The construction drawings should clearly show all construction details and enable installation in general conformance with the design intent. Where appropriate, a smaller scale should be used for greater detail. 5.10.1 General Bridge Arrangement Drawing Requirements General arrangement drawings should clearly depict the proposed components and configuration of the bridge or major culvert in relation to the forest road, stream, and streambanks. These drawings may also be used during the agency referral process. Further details can be found in the Forest Service Bridge Design and Construction Manual.
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Recommended contents for bridge and major culvert general arrangement drawings include:

site location key map; designers name (and seal); name of the stream, road, and station (km) and adequate information to detail the location of the structure; design vehicle configuration for load and alignment; design code references, specifically those from the most recent version of the CAN/CSA S6-00 Canadian Highway Bridge Design Code and the Canadian Foundation Engineering Manual; expected life of the structure in place (temporary or permanent); 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; dimensioning and labelling of component parts (to be confirmed with the shop drawings); connections for component elements; drawings scales; relevant site plan and profile data (for suggested contents, see 5.7: Site Data and Survey Requirements for Bridges and Major Culverts; sample general arrangement drawings are shown following in Figure 5.5 and Figure 5.6); 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; rip rap extents; limit of construction for contract purposes; pecial provisions related to the unique nature of the site and crossing, including specific instructions to bidders related to process or results, as appropriate; special instructions relating to material erection, installation standards, requirements, or methods as deemed necessary; and references to specific design drawings or design aids used.
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Figure 5-5: Sample of General Arrangement and layout (simple creek crossing)
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Figure 5-6: Sample of General Arrangement and layout (complex creek crossing)
5.10.2 Bridge Superstructure Drawing Requirements In addition to the general drawing requirements, the following elements should be detailed on bridge superstructure drawings:
design code references, specifically those from the latest version of the CAN/CSA S6-00 Canadian Highway Bridge Design Code and the Canadian Foundation Engineering Manual. materials specifications and CSA references, including but not limited to: steel grades, impact category, finish; timber species, grades, preservative treatment; concrete strength, slump, and air entrainment; bearing materials and connections; superstructure elements, configuration, and connections; dimensions and sizes of components; girder or stringer arrangements and connections; span lengths; bridge and road width; curb and rail configuration, connections, and component elements; bridge label with structure number, date of manufacture, and load rating; and field fabrication details.
5.10.3 Bridge Substructure Drawing Requirements The following information on foundation requirements should be detailed on the bridge substructure drawings:

abutment elements, configuration, and connections; dimensions and sizes of components; critical elevations of substructure components; scour protection: dimensions, composition, extent of placement, design slope, design highwater, and other considerations; piers; 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; and foundation requirements, material types and depth, and compaction level.
The above requirements also apply to portable bridge superstructures.
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5.10.4 Log Bridge Superstructure on Log Crib Drawing Requirements Since log stringer and crib materials are variable in nature and finished dimensions are not uniform, log bridge drawings will be somewhat schematic. Drawings should address layout, required component sizing, and connection details. The following should be indicated on the log bridge superstructure and log crib drawings:

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 capbearing width and surface preparation; dap details at log connections; needle beam locations and connection details, if applicable; 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 materials specifications, including sawn timber, hardware, and shims; excavated depth relative to scour line 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).
5.10.5 Major Culvert Drawing Requirements Drawings and notes for major culverts should portray and describe the following:

site plan, see 5.7: Site Data and Survey Requirements for Bridges and Major Culverts; location of the culvert, such as a key map; design vehicle load; fill height, depth of cover, and maximum and minimum cover requirements; design slopes of fill and rip rap; culvert invert elevations at the inlet and outlet; culvert specifications and dimensions: opening dimensions, length, corrugation profile, gauge, material type, and inlet bevel specifications; 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;
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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); 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.
Any of the above requirements can be combined. For example, drawings for a log stringer bridge on timber piles can include the details from 5.10.4: Log Bridge Superstructure on Log Crib Drawing Requirements, plus those from 5.10.3: Bridge Substructure Drawing Requirements. Any additional requirements for a fish stream culvert should be included, as specified in the Fish-stream Crossing Guidebook. 5.10.6 Portable Bridge Superstructures Where portable bridge superstructures or other structural components are used, the components must have been designed or structurally analyzed by a professional engineer. The design or analysis should demonstrate adequacy for the intended use. Once the components have been reviewed and approved by a professional engineer, the components may be reused at new sites without specific professional engineer review of the superstructure, provided that:
a Qualified Inspector has inspected the bridge at the new site before any use and does not detect any damage or deterioration of the structure; see Chapter 7.7.1: Types of Inspections the design loads to be carried are equal to or lower than the original design loads for the superstructure; and the bridge is suitable and has been specifically designed for the new site, and the superstructure has been fabricated and constructed in compliance with the appropriate legislation.
Whoever carries out a design must sign and seal the design drawings and specifications and take responsibility for the design.
5.11 Major Works Construction Contract

Chapter 2: Administration and Management of Contracts and Agreements and the Contract Management Manual provide details on such matters as:

responsibilities; construction contract including schedules, tendering, general conditions, special provisions);
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pre-work meeting (including timing of construction, adherence to drawings and standards, and review layout); construction monitoring/inspections/records; and construction assurance/quality assurance (including materials test results).
5.12 Bridge and Major Culvert Materials Acquisition

Materials for ministry bridges and major culvert projects are acquired in two ways:

through requisition for materials via the Purchasing Commission and BC Bid; and through works contract which include supply and installation of bridges and major culverts.
In either case, all rules of government public tendering apply, and specifications and standards for bridge and culvert materials should be identical. Standard templates for acquiring bridge materials have been developed for use and are available on the Resource Tenures and Engineering Branch Bridges and Major Culverts website. The ministrys standard bridge material requisition templates are intended to be used primarily by ministry field engineers and/or the professional engineer taking responsibility for a bridge structure design or installation. Bridge material requisitions must be consistent with the design. It is recommended that the regional field engineer be consulted when a bridge material requisition is being developed for a specific project. The language in the requisition templates should also be incorporated into ministry contracts where bridge material supply is included in the contracted works. The design and quality assurance requirements for bridge material supply under direct requisition or through a design, supply, and construct contract are identical. Bridge material requisitions should limit the design requirements to specific structural design. The required components for a structure should be fully determined, by the design engineer, by the time materials are being acquired. For example, for slab girder bridges, the general arrangement design should specify whether the girders are connected, whether the connections are field-grouted or welded shear connectors, and how, in detail, the girders connect to the abutments. Requisitions should be specific to the bridge materials being ordered and make reference to the applicable specifications and standard drawings in the Forest Service Bridge Design and Construction Manual. Only in the odd instance where bridge materials have had a unique design completed should other drawings be included in the bridge material specifications. In such cases, the attached drawings should be limited to the detail necessary for the bridge material
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fabricator to implement. Incorporation of general arrangement drawings, which require interpretation by the bridge material fabricator, is to be avoided.
5.13 Bridge and Major Culvert Materials Quality and Fabrication

Modern permanent structures have design lives that exceed 40 years. To achieve this longevity, it is crucial that the components be fabricated to detailed standards. Many important details (e.g., rebar, concrete design, and welds) can only be inspected during the fabrication process. In order to ensure that bridge and major culvert materials and fabrication meet minimum requirements, the ministry requires various materials and fabrication standards be met, including those of Canadian Standards Association (CSA) and the American Society for Testing and Materials (ASTM). This provides a means of ensuring the quality and consistency of materials, and provides equitable parameters for competition for supply, fabrication, and erection. The requirements, as defined in the standards, provide for a suitable blend of costeffective and durable products. The standards for bridge and major culvert materials and fabrication must be adhered to. In exceptional circumstances, there may be a reason to vary from the standards, but consultation with a Regional Bridge Specialist and Resource Tenures and Engineering Branch is required beforehand. 5.13.1 Assurance of Material Quality All materials used for constructing bridge and culverts must be new and conform to applicable CSA or ASTM material standards in the Forest Service Bridge Design and Construction Manual. The following is an abridged version of material standards and requirements for ministry bridge projects. Refer to the Forest Service Bridge Design and Construction Manual for more detailed discussion. Bridge materials
Concrete
Concrete must be designed, mixed, transported, cast, and cured according to CSA Standard A23.1 Concrete Materials and Methods of Concrete Construction and tested to CSA Standard A23.2 Methods of Test for Concrete. Precast concrete bridge elements must conform to CSA Standard A23.4 Concrete Materials and Construction, which means fabrication by a CSA-certified precast concrete plant. Unless otherwise required by the designer, precast concrete blocks are exempt and may be supplied by non-CSA-certified precast plants provided they meet the following specifications:
minimum 20 MPa concrete strength unless otherwise specified by a professional engineer;

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single pour (must not have any cold joints); and a finish free of honeycombing.
For higher risk structures, those that consist of multiple levels of lock blocks, or those with significant bearing pressures, quality requirements of precast concrete blocks should be more rigorous and specified by the engineer taking responsibility for the design.
Structural Steel
Structural steel for permanent and portable bridges must comply with CSA Standard CAN3-G40.21-M Structural Quality Steels. Primary tension members of welded structures must be of type AT, grade 350 or better. Weathering steel, type 350 AT, shall not be used for permanent bridges in marine or coastal areas or in areas where there is potential for road de-icing salts to come in contact with the bridge. Alternatively, galvanized or painted steel must be specified. Steel fabrication must be completed by firms certified by the Canadian Welding Bureau (CWB) to Div 1 or 2. A list of CWD companies can be found on-line at the Canadian Welding Bureau website.
Timber
Timber used for bridge construction must be graded in accordance with the standard grading rules of the Canadian Lumber Standards Administrative Board. Timber must be grade-stamped, with the exception of unfinished or rough timber (in which case grading certificate may be requested), or local log stringers. Structural timbers must be Douglas-fir/larch #2 grade or better, except timber curbs maybe any species #2 grade or better. Note that the structure strength and other characteristics, such as durability, make Douglas-fir/larch a superior product to other species. Culvert Materials
Culvert
Corrugated steel culverts must be manufactured in accordance with CAN/CSA 3G401 standard, Corrugated Steel Pipe Products. Steel culverts fabricated from steel sheets must meet all requirements of ASTM A444, Standard Specifications for Zinc Coated (Galvanized) Iron and Steel Sheets for Culverts and Underdrains. All hardware must conform to applicable standards (that is, rivets must be galvanized, and bolts and nuts must be Grade C, galvanized, meeting the requirements of ASTM standard A563.
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Culvert Bedding and Backfill

The following is a brief discussion of culvert bedding and backfill requirements. Typical culvert installations require compaction to obtain adequate structural integrity of the installation because culverts are generally soil-steel structures. The culvert itself will not support the design load without the soil-steel interaction. In order for the soil to work with the steel to support the design load, the culvert must be adequately bedded and the soil must be appropriately compacted to be structural. The flexible steel is designed to distribute loads to the bedding and backfill surrounding it. Soil is most compactable when it is composed of select granular, free-draining material. The backfill should conform to a specified size gradation. The typical backfill compaction required is the minimum Standard Proctor Density of 95%. To achieve that level of compaction, vibratory equipment is required, such as hand tools to work smaller areas (between corrugations); mechanical compactors such as plate and jumping jack tampers; or rollers and vibrating compactor equipment. The steps following are recommended practice:
Adequate bedding is required before culverts are installed and backfilled. Where subgrade material is unsuitable, it should be removed and replaced with select granular, free-draining material compacted to support the culvert. Backfill should typically be placed in lifts working on both sides of the culvert. Uniform layers, 150300 mm thick, of select granular, free-draining material should be placed and compacted on each side of the culvert in a balanced and progressive manner. The fill on both sides should be approximately balanced or equal at any given point in time to avoid potential distortion or displacement of the culvert. obbles and boulders should be removed from the backfill, particularly where they could contact the culvert. Hand tools should be used to compact the material immediately adjacent to the culvert within the corrugations. Each layer should be fully compacted before the next layer is placed on top. Compaction should be monitored and compaction testing completed as specified by the designer. Special monitoring and/or testing equipment may be specified or warranted. Backfill work should avoid over-compaction which can also distort the culvert. Backfill and compaction should continue to above the culvert, as specified in the design. Minimum culvert cover should be established before any equipment loads are applied. Designs for major culverts should be specific with respect to bedding and backfill requirements including material and compaction specifications.
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Materials Documentation All relevant material documentation must be obtained and kept on file, such as mill test certificates, in-plant test results, field test results, and all reports or comments made by field or in-plant inspectors. 5.13.2 In-Plant Inspection of Bridge Materials and Fabrication Forest Service Road bridge components assembled or manufactured off the construction site (such as steel girders, precast concrete footings, girders, footings or deck panels) require off-site inspection to provide quality assurance that all materials and procedures meet applicable codes and standards. The ministry carries out this measure of quality assurance to ensure that acquired materials meet fabrication standards and specifications. The costs associated with inspection have been demonstrated to be minor in terms of off-setting future problems with the fabricated components. The ministry engages a contractor to provide the in-plant inspection services at the various fabrication plants around the province. The in-plant quality assurance inspection contract is coordinated by the Resource Tenures and Engineering Branch. Note: All bridge materials acquired by the Ministry of Forests and Range, whether installed by hired equipment, contracts, or licensees, must be inspected at the fabrication plant by Ministry of Forests and Range inspectors as a quality assurance measure. The fabricator producing the bridge materials must provide copies of detailed shop drawings to the in-plant inspector. The inspectors role is to confirm that the strength of materials and details of fabrication are consistent with the shop drawings and applicable specifications, as accepted for the project, standards, and codes. Where discrepancies occur, the inspector must notify the appropriate Regional Bridge Engineer for input on acceptability or required modifications. For more detailed information regarding material and fabrication requirements, refer to the Forest Service Bridge Design and Construction Manual. Upon completion of in-plant inspection works, the inspector must complete an inplant inspection report for each bridge and submit it to the Regional Bridge Engineer. Structural Field Welding All structural field welding must be in conformance with CSA Standard W59. Structural welds are connections that contribute to the load-carrying capacity of the structure (e.g., bearings to pipes and precast concrete foundations, and welded shear connectors for precast slab bridges). Steel fabrication must be completed by firms certified by the Canadian Welding Bureau Certification (CWB) to Division 1 or Division 2. A list of CWB certified companies can be found on-line at the Canadian Welding Bureau website.
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Structural Field Grouting Where structural field grouting is required, such as for composite concrete decks or shear connections for concrete slabs, the grout should be mixed and placed in accordance with manufacturers specifications. Because grout, when mixed properly, is not fluid and cannot be poured, it must instead be packed into place. Where too much water is used in the mix, the strength and quality of the grout is compromised. This can be a serious problem where the grout is intended to be a structural connection, which is almost always the case. When too much water is incorporated, the durability of the grout will also be negatively affected. Grout mixing procedures should be monitored and adherence to manufacturers specifications strictly enforced. Additional precautions are required for mixing and placing concrete or grout in cold weather. Preheating and continued heating for the initial set period for the concrete or grout may be required to ensure that the setting of concrete or grout is not affected by cold temperatures, in particular freezing. Compliance with the manufacturers specifications should be ensured. Where structural field grouting is carried out, samples of the grout should be collected at various times, at the direction of the engineer taking responsibility for the structure. The grout samples should be placed in a safe area that is representative of the setting conditions for the grouted works for a minimum of 12 hours. The samples should then be tested, by appropriate testing facilities, at the direction of the engineer taking responsibility for the structure. Results of the testing must be considered by the engineer when determining that the structure is in conformance with the design and that the structure is safe to put into service.
5.14 General Conformance and Construction Documentation

After construction of a bridge, major culvert, or other specialized structure, the engineer taking responsibility for the bridge must sign and seal, as appropriate, a statement indicating that the entire structure is in general conformance with the design drawings and specifications. The Ministry of Forests and Range Statement of Construction Conformance (FS 138) is required to be completed and placed in the file. Documentation of materials used, along with as-built records for the bridge or major culvert, should be obtained during fabrication and construction. The person responsible for construction must obtain and retain the following as-built records:

pertinent construction data including, but not limited to, any pile driving records, hammer type, penetration, set criteria, and any critical dimensions; fabrication plant inspection reports, including mill test certificates, and concrete test results; shop or as-built fabrication drawings; concrete and grout test results;
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field compaction results; confirmation of scour protection requirements; footing base elevation, deck elevation, and alignment location; and other pertinent fabrication, field, and construction data.
As-built drawings are the approved for construction drawings (which may in fact be the approved design drawings), marked up to show all significant variations from the original design. Mark-ups would show as constructed details of the records kept by the construction inspector (see the list preceding). The asbuilt drawings (see sample) should be signed (and sealed, where applicable) by the professional engineer in charge of ensuring that the as-constructed structure is in general conformance with the design. Where the original design has been modified, these drawings should have been amended accordingly by the designer before the as-built notes and details are inserted. The as-built drawings, materials records, fabrication documentation, and other field and construction documentation must be retained for the life of the structure. Copies of all original as-built documentation, including the signed and sealed drawings, materials fabrication records and tests, field construction documentation (such as pile driving records) must be placed in the hardcopy project file.
5.15 Resources and Suggestions for Further Reading

American Iron and Steel Institute. 1991. Handbook of steel drainage and highway construction products. Can. ed. W.P. Reyman Associates, Inc., New York. BC Ministry of Forests. 1997. Forest service bridge design and construction manual. Victoria, BC. ____________. 1981. Log bridge stringers and needle beam sizing (Metric Edition). Design Section, Engineering Branch. Victoria, BC. Canadian Geotechnical Society. 1993. Canadian Foundation Engineering Manual. Richmond, BC Canadian Standards Association. R2005. Canadian highway bridge design code (CAN/CSA S6-00). Mississauga, Ont. Nagy, M.M., J.T. Trebeth, G.V. Wellborn, and L.E. Gower. Second Edition. 1989. Log bridge construction handbook. For. Eng. Research Inst. Can. (FERIC), Vancouver, BC.
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Engineering Manual

Revision Date: November 23, 2007

RESOURCE TENURES & ENGINEERING BRANCH

Ministry of Forests and Range

Ministry of Forests and Range

ENGINEERING MANUAL 2006

Chapter 5 Design and Construction of Bridges and Major Culverts

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ENGINEERING MANUAL 2006

Design and Construction of Bridges and Major Culverts

Chapter 5 Design and Construction of Bridges and Major Culverts

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Design Requirements for Bridges and Major Culverts

5.4.1 Design Responsibility and Considerations

Chapter 5 Design and Construction of Bridges and Major Culverts

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Chapter 5 Design and Construction of Bridges and Major Culverts

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Figure 5-1: Sample General Arrangement Drawing: Site PlanControl Traverse

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Figure 5-2: Sample General Arrangement PlanDesign Criteria

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Figure 5-3: Sample General Arrangement Drawing: Foundation Details

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Figure 5-4: Sample General Arrangement Drawing: Abutment Assembly Details

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Types of Bridge Structures

5.5.1 Bridge Superstructures

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Types of Major Culvert Structures

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Design Discharge Criteria

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formal approval; and a Work Assessment letter.

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