The resulting document utilized load and resistance factor design and incorporated elements of working stress and
load factor design. These elements were familiar to bridge engineers addressing events such as earthquakes, floods and ship collisions that could have catastrophic effects on bridges.
At that time, however, State departments of transportation (DOTs) were still using
load factor design or allowable stress design, so adopting LRFR was not an attractive option for many States.
This was $2 million below the steel delta frame girder and $417,000 below the continuous composite steel plate girder
load factor design. The contract was awarded in May 1989, just a few weeks after bidding.