ESWP: International Bridge Conference®: Technical Sessions

IBC 2010 Conference Schedule at a Glance (PDF).

IBC Technical Program

Keynote Session
Monday, June 7, 2010, 8:30am – 12:00pm

The 27th Annual International Bridge Conference® will kick off with the Keynote Session, featuring leaders of the bridge industry from around the world. Scheduled speakers include:

• Peter R. Taylor, Ph.D., P. Eng., P.E., Principal, Buckland and Taylor, LTD
  Peter Taylor started his career in 1965 at Dominion Bridge Co., Canada's largest steel fabricator and erector. During this period he was seconded to a consulting firm to head the design team for the Papineau Cable-stayed Bridge in Montreal. He returned to Dominion Bridge to be project engineer for the construction of the bridge, thus having designed and built the longest span cable-stayed bridge in North America from 1971 to 1977. He joined the Burrard Inlet Crossing team as the earthquake and dynamics expert, and in 1972 co-founded Buckland & Taylor Ltd. Since then, Peter Taylor has become a renowned expert on cable-stayed and other large bridges. He was Designer of Record of the award-winning Alex Fraser Bridge, the world's longest span cable-stayed bridge from 1986-1991. More important than size, it set a new trend in cable-stayed bridges with composite steel girders and concrete deck, and other innovations. It was the longest cable-stayed bridge in the Americas until the Cooper River Bridge opened in July 2005. Dr. Taylor was in charge of bid design and check of final design for the Design/Build Contractor for Cooper River Bridge. He gave expert advice to the Design/Build Contractor of the Second Severn Cable-Stayed Bridge in the U.K., and the Design/Build Contractor of the Ting Kau Cable-Stayed Bridge in Hong Kong. He also headed the construction engineering team for the Cooper River Cable-stayed Bridge, SC, William Natcher Cable-stayed Bridge, KY and seven other cable-stayed bridges. Other notable projects include the world's first replacement of a concrete bridge deck with a wider steel orthotropic deck during short night time closures (Lions' Gate Bridge, 1975), a technique since copied on George Washington Bridge, Golden Gate Bridge, and others. He also designed the world's longest span conveyor suspension bridge (Similkameen Ore Conveyor Bridge, 1981). He has been an invited key-note speaker at bridge engineering conferences in Hong Kong, France, Canada and the U.S. His papers are listed in the company publications list. In 2009, Peter Taylor was appointed to the Order of Canada for his contributions to innovative developments in bridge engineering, notably as an expert in cable-stayed bridges.
  
  
• Jim J. Moynihan, AIA, President and Chief Executive Officer, Balfour Beatty Infrastructure, Inc.
  A long-term member of Balfour Beatty's U.S. management team, Jim Moynihan is president and CEO of Heery International and Balfour Beatty Rail, Inc. as well as Balfour Beatty Infrastructure, Inc. For more than 20 years, he has provided strong leadership to Heery, spearheading such high-profile projects as the 1996 Olympic Stadium/Turner Field, developing the company into one of the preeminent firms in its markets. As president and CEO of Balfour Beatty Infrastructure, Inc., Moynihan has expanded his management responsibilities and philosophies into Balfour Beatty's U.S. infrastructure building programs.
  Moynihan is on the board of the Construction Management Association of America, and is a member of the American Institute of Architects, Design/Build Institute of America, United Way of Metropolitan Atlanta and the National Council of Architectural Registration Boards. He holds a master of science degree in architectural administration and a bachelor of science degree in architecture, both from the University of Illinois. Before joining Heery, Moynihan was senior vice president at Hellmuth, Obata & Kassabaum, Inc., and was acting director for the Capitol Development Board with the State of Illinois.
  
  
• Neil J. Pedersen, P.E., Administrator, Maryland State Highway Administration
  Administrator of the Maryland State Highway Administration since January 2003, Neil J. Pedersen is responsible for an agency that maintains and operates nearly 17,000 lane miles of roadway and 2,500 bridges; employs more than 3,200 professionals in a variety of disciplines; and is responsible for an annual budget of $1.7 billion.  In that position, he also serves as the Governor’s Highway Safety Representative and Chair of the Maryland State Roads Commission.  A registered professional engineer, he previously served for two and a half years as SHA’s Deputy Administrator/Chief Engineer for Planning and Engineering – a position that oversees all of the agency’s planning, design, environmental, and real estate functions.  Prior to that, he was SHA’s Director of Planning and Preliminary Engineering for 16 years.  Mr. Pedersen led SHA in the delivery of two mega projects:  the $2.4 billion Woodrow Wilson Bridge, which is nearing completion, and the $2.5 billion Intercounty Connector, which has begun construction. Mr. Pedersen believes in working with other transportation professionals to advance the practice of both engineering and public administration.  His involvement with the American Association of State Highway and Transportation Officials includes being Vice Chair of the Standing Committee on Highways, being a member of the Standing Committees on Research; and being on its Board of Advisors for the Center on Environmental Excellence.  He is also a member of the Executive Committee of the Transportation Research Board and chairs the Executive Committee of the I-95 Corridor Coalition, a consortium of transportation organizations from sixteen states along the eastern seaboard.  He also serves on the Board of Visitors of the University of Maryland’s Department of Civil and Environmental Engineering.  Mr. Pedersen has received numerous awards for his service, including most recently the 2007 Thomas H. MacDonald Memorial award from AASHTO and the 2006 George S. Bartlett award, which is given by the Transportation Research Board, AASHTO and ARTBA. A native of Massachusetts, Mr. Pedersen holds two undergraduate degrees from Bucknell University and a Master's degree in Civil Engineering from Northwestern University.  He lives in Silver Spring, Maryland with his wife, Barbara.

• Dr. T. Peter Ruane, President and CEO, American Road & Transportation Builders Association
  Pete is the President and CEO of ARTBA, a 108-year old national federation of public and private transportation construction interests with over 5,000 members. He has over 35 years of experience in economic development, transportation and construction fields. Prior to joining ARTBA, he served as President/CEO of the National Moving & Storage Association and Deputy Director of the Office of Economic Adjustment, the Office of the Secretary of Defense and the President’s Economic Adjustment Committee. He received numerous awards, including the top two government-wide management awards made available to a young federal executive. He is a graduate of Loyola College of Baltimore, holds a masters degree from Pennsylvania State University and a doctorate from George Washington University.
  
  
• M. Myint Lwin, P.E., S.E., Director, Office of Bridge Technology (HIBT), Federal Highway Administration
  Myint Lwin is the Director of the Office of Bridge Technology with the Federal Highway Administration (FHWA). As Director of the Office of Bridge Technology, his responsibilities include: providing national guidance in the design and construction of major and unusual bridges and tunnels; developing national bridge program and engineering policies; initiating system and process improvements to continually improve the quality and safety of bridges and structures; and providing technical and program direction for the Highway Bridge Replacement and Rehabilitation Program.
  Prior to his appointment in Washington, D.C., Mr. Lwin was the Structural Design Engineer at the FHWA Resource Center in San Francisco. Before joining FHWA in January 2000, he was the State Bridge and Structures Engineer, Office of Bridges and Structures, Washington State Department of Transportation.
  Mr. Lwin received his BSCE from the University of Rangoon, Burma, and his MSCE degree from the University of Washington, Seattle. He is a registered Professional Engineer in Civil and Structural Engineering.
  
  
• Malcolm T. Kerley, P.E., Chief Engineer, Virginia Department of Transportation, AASHTO
  Mal Kerley, Chief Engineer for the Virginia Department of Transportation (VDOT), is a member of the AASHTO Standing Committee on Highways and has served as Chair of the AASHTO Highway Subcommittee on Bridges and Structures (SCOBS) since 2002. In July 2002, he was named Chief Engineer at VDOT, accountable for the quality, cost and timeliness of all engineering plans associated with the design of, and right-of-way acquisition for, VDOT transportation projects. He had served as Administrator of VDOT’s Structure & Bridge Division from 1992 to 2002, responsible for planning, design, construction, maintenance and inspection of more than 20,000 bridges and overpasses. He began his career with VDOT in 1971. He has a civil engineering degree from the Virginia Military Institute (BSCE, 1971) and Master’s degree from the University of Virginia (MECE, 1973).
  

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Featured Agency Session
Monday, June 7, 2010, 1:30 - 5:00pm

Session Chair: Bob Healy, Deputy Director Office of Structures, MSHA

Learn more about the bridge program of the Maryland State Highway Association & Maryland Transportation Authority, with sessions and speakers that include*:

1. BridgeStat – the State of the State of Maryland’s Bridges, Bob Healy, MSHA

2. Recent Bridge Mega-Projects in Maryland

a. Woodrow Wilson Bridge – Lessons Learned, Jim Ruddell, PB Americas
b. Intercounty Connector – Concrete Arch Bridge over Rock Creek, Greg Shafer, Parsons
c. I-95 Express Toll Lanes Project, Dave LaBella, MDTA

3. Ongoing Bridge Research in MD

a. Chloride Effects and Detection, Jeff Robert – MSHA
b. Smart Aggregate – A Chloride Detection System, Srinivasan Rengaswamy,Johns Hopkins Univ. – Applied Physics Lab

4. Accelerated Bridge Construction in Maryland

a. MD 362 over Monie Creek, Joe Navarra - MSHA
b. Re-decking of the Chesapeake Bay Bridge, URS

5. Opportunities for Success – Dealing with Recent Bridge “Emergencies”

a. American Legion Bridge – I-495 over Potomac River, Cecil Kincaid - MSHA
b. Curtis Creek Bascule Span Rehabilitation, Dan Williams – MDTA, Scott Reynolds, Hardesty & Hanover
c. MD 32 over Liberty Reservoir, Rod Thornton – MSHA
d. MD 90 over Assawoman Bay, Will Pines – MSHA

*subject to change

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Bridge Awards Session
Monday, June 7, 11:30 am–1:00 pm

ESWP, in association with Bridge design & engineering magazine, Roads and Bridges Magazine, Bayer MaterialScience LLC, and the International Bridge Conference®, invites you to join us at the 22nd Annual IBC Bridge Awards Luncheon. This event is limited to the first 300 people at this complimentary event. Honorees will be recognized in the following categories:

• John A. Roebling Medal – For lifetime achievement in bridge engineering. Major achievements may include design, construction, research or educational endeavors.
In 2010 the IBC Awards Committee will honor John M. Kulicki, Ph.D., P.E., Modjeski and Masters, Mechanicsburg, Pennsylvania, USA

• George S. Richardson Medal – For a single, recent, outstanding achievement in bridge engineering. Fields of endeavor may include design, construction, research or education. The 2010 Award will recognize the Wuhan Tianxingzhou Rail-cumroad Yangtze River Bridge, located in Wuhan, Hubei Province, P.R. China

• Gustav Lindenthal Medal – For a single, recent, outstanding achievement in bridge engineering demonstrating, as appropriate, technical and material innovation, aesthetic merit, harmony with the environment or successful community participation. For 2010, the IBC Awards Committee has selected the Xihoumen Bridge, located in Zhoushan City, Zhejiang Province, P.R. China

• Eugene C. Figg Jr., Medal – For a single, recent outstanding achievement in bridge engineering that, through vision and innovation, provides an icon to the community for which it was designed. The Award winner on 2010 is the George Street Bridge, located in New Brunswick, New Jersey, USA

• Arthur G. Hayden Medal – For a single recent outstanding achievement in bridge engineering demonstrating innovation in special use bridges such as pedestrian, people-mover, or non-traditional structures. The 2010 Award has been awarded to the Riverside Bridge, located in Cambridge, UK

• Historic Structure Preservation Award – given the significance of the project which included the restoration of an historic and iconic river crossing, this year the committee judged one of the award nominations to be special and beyond the traditional guidelines of the medal categories. New for 2010, the IBC Awards Committee will present the Historic Structure Preservation Award, which will be presented to the Poughkeepsie-Highland Railroad Bridge, in Poughkeepsie, New York, USA

• James D. Cooper Student Award – A student paper competition open to college and university engineering students in the United States and worldwide.

You must select the “Awards Luncheon” option on the Registration form (and be registered to attend the Conference on Monday) to receive a ticket. Requests are honored on a first-come, first-served basis.

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Design, Part 1
Tuesday, June 8, 2010, 8:30am – 12:00pm

Session Chair:     Kenneth J. Wright, P.E., HDR Engineering, Inc., Pittsburgh, PA

• IBC 10-01
  The 4th Street Bridge - Crossing the Pueblo Rail Yard with Colorado's Longest Highway Span
  John Dvorak, P.E., FIGG, Pueblo, CO; Karen Rowe, P.E., Colorado Department of Transportation, Region 2, Pueblo, CO; Steve Fultz, P.E., FIGG, Denver, CO

  The new 4th Street Bridge in Pueblo, Colorado will replace the existing structure with a long span concrete segmental bridge and features five spans, including Colorado's longest highway span at 380 feet. Balanced cantilever construction from above is being utilized to assemble the 1,137-foot long twin box girders. The layout provides clear spans over 28 active rail tracks in the Pueblo Railroad Yard and Arkansas River - allowing yard operations and river recreation to continue throughout construction.

• IBC 10-02
  Fantasy Harbour Bridge
  Zhugang "Amos" Liu, P.E., STV Incorporated, Charlotte, NC; Gregory Sigmon, P.E., STV/Ralph Whitehead Associates, Inc., Charlotte, NC; Barry Bowers, P.E., South Carolina Department of Transportation, Columbia, SC

  The 1,800' long Fantasy Harbour Bridge spans over the Atlantic Intracoastal Waterway in Myrtle Beach, SC. This bridge was named one of the Top 10 Bridges in 2009 by Roads and Bridges Magazine. The bridge comprises 12 spans, with a 330 feet main channel span. Project challenges included complex geological formations, vessel impact design considerations, satisfying FAA requirements for flight path encroachment relating to a local airport/air base, and seismic category "D" design requirements.

• IBC 10-03
  Design and Construction Check of the Astana Arch Bridge
  Alexandre Chaperon, Advitam, Vélizy Cedex, France

The Ramstore Bridge, in Astana, Kazakhstan, has a very innovative design. With its single steel arch crossing the deck from the North-West to the South-East, and supporting it with hangers having up to 45° relative angles, this bridge became a signature structure in Kazakhstan. In order to validate the structure stability after construction, a parallel design and construction check has been performed by Advitam and the Freyssinet Technical Department (TD).

• IBC 10-04
  The George Street Bridge - A Context Sensitive Solution
  Thomas Zink, P.E., Gannett Fleming, Inc., Mount Laurel, NJ; Michael DiGiacomo, P.E., Gannett Fleming, Inc., Orlando, FL

The George Street Bridge is part of the New Jersey Department of Transportation’s (NJDOT’s) Route 18 Improvement Project in New Brunswick, New Jersey. NJDOT’s foresight regarding the project’s role in the urban redevelopment of New Brunswick led to an extensive context-sensitive design approach that resulted in the construction of an economical and environmentally friendly precast concrete arch bridge that compliments the historical charm of the City.

• IBC 10-05
  Analysis and Design of the New St. Croix River Extradosed Bridge
  Preston D. Vineyard and Darren Vian, P.E., PB Americas, Inc., New York, NY

St. Croix River Bridge is a proposed 5,040 ft river crossing between Stillwater, MN and Houlton, WI. The new structure is to be of segmental concrete construction and consist of 3,460 ft of extradosed river spans (six 480 ft spans and two 290 ft end spans) and 1,580 ft. of approach spans. Upon completion, the crossing will be the second extradosed bridge constructed in the United States. The bridge will provide 40ft roadways in each direction and a 12ft pedestrian trail. The superstructure will be integrally connected to the substructure at every pier.

• IBC 10-06
  Replacement of the Hillery Street Bridge over the Passaic River, Passaic County, NJ
  Bruce Karalius, Greenman-Pederson, Inc., Lebanon, NJ; Aurelia Mayer, Passaic County Engineer, Paterson, NJ

The Hillery St. Bridge over the Passaic River, selected as the No. 3 bridge of Roads and Bridges magazine's top 10 bridges of 2009, involved the replacement of an historic four span Pratt pony truss bridge, constructed in 1898, with a conventional multi-steel beam bridge utilizing or replicating many of the original components. Although one end span had to be flared, the remaining three spans visually emulate the original bridge.

IBC 10 - SP
Seismic Performance of Precast Bridge Columns with Energy Dissipating Joints
Sarira Motaref, PhD student of Earthquake and Structural Engineering, Research Assistant, University of Nevada, Reno, NV

Four one-third scale precast concrete segmental bridge columns with energy dissipating plastic hinges were designed and tested on one of the shake tables at the University of Nevada, Reno. They were subjected to increasing progression of the Northridge 1994 earthquake Sylmar ground motion record until failure. Conventional reinforced concrete was used in the plastic hinge of a reference column. In one of the models a built-in elastomeric pad integrated with the footing and a concrete segment constituted the plastic hinge. The other two columns incorporated ECC (Engineered Cementitious Composite) and FRP (Fiber Reinforced Polymer) wrapping at the lower two segments. Unbonded post tensioning system was used to connect the segments and to minimize residual displacements. Energy was dissipated mostly through the yielding of the longitudinal bars at base segments. Compared to conventional precast concrete segmental columns, all specimens showed superior performance such as minimal residual displacement and larger energy dissipation.

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Long Span Bridges    
Tuesday, June 8, 2010, 8:30am – 12:00pm

Session Chair:     Herbert M. Mandel, P.E., GAI Consultants, Inc., Homestead, PA

• IBC 10-07
  Design, Construction and Organization of a Major Sea Crossing in Korea
  Andrew Yeoward and Don Fraser, Halcrow Group Ltd, Swindon, Wilts, UK; Im Sig Koo, Daewoo E & C Ltd, Busan, Korea

This paper describes construction of two major cable stayed bridges on the US$2.5Bn fixed link connecting Busan to Geoje in Korea. The 1.65 kilometre, two-pylon, and the 1.87 kilometre, three-pylon, cable stayed bridges cross water depths of  30m with main spans of 475 metres and 2 x 230 metres respectively.

• IBC 10-08
  US62/641 Tennessee River Bridge - Innovative Long-Span Design
  C. Tony Hunley, P.E., S.E., Ph.D. and Don Mills, P.E., S.E., ENTRAN, PLC, Lexington, KY

The navigation unit of the 3,100 foot long bridge consists of three spans at 304 feet, 505 feet, and 170 feet (counterweighted).  The fabricator proposed a redesign due to the unavailability of the dedicated shop capable of fabricating the 14-foot deep navigation unit girders. The final haunched girder redesign, after agency coordination, featured a horizontal bolted web splice that was developed to facilitate fabrication.  The horizontal web splice design, fabrication, and girder erection are discussed.

• IBC 10-09
  Design of Indian River Inlet Bridge
  Benjamin Soule, International Bridge Technologies, San Diego, CA; Eric Nelson, AECOM Transportation, Nashville, TN

Presentation will address design of the new Indian River Inlet Bridge in Bethany Beach, Delaware. The existing bridge across the inlet has long been plagued by extreme scour conditions within the channel. The bridge is also located within yards of the Atlantic Ocean and is subject to the corrosive effects of the marine environment.

• IBC 10-10
  Comparison of Characteristics of Some Unique Cable-Stayed Bridges under Construction in Korea
  Young Jae Seo, Kyoung Jae Lee, Jae Hong Kim, Yeong-Ho Kim, Jung-Min Nam, Gu-Sang Jeong, Ju-Taek Park, Daelim Industrial Company, Ltd., Seoul, South Korea

  Recently, many cable-stayed bridges are under construction in South Korea and the four bridges of them are being constructed by Daelim Industrial Company which was founded in 1939 and is one of the best construction and engineering companies in South Korea. The bridges are Cheongpung Bridge, Second Dolsan Bridge, Sepung Bridge, and Geumgang-2 Bridge. Each bridge has the unique characteristics and this paper deals with the introduction and the comparison of characteristics of each bridge.

• IBC 10-11
  The Amelia Earhart Tied Network Arch Bridge
  Natalie McCombs, P.E., S.E., HNTB, Kansas City, MO; Mark Hurt, P.E., S.E., Kansas DOT, Topeka, KS

The new Amelia Earhart Bridge has an overall length of approximately 2,546 feet, which consists of 2,019 feet of 78 inch NU prestressed concrete I-girder approaches and 527 foot steel tied arch main span. The proximity of the existing bridges and resulting scour potential was a major design consideration, both during construction and long term.

• IBC 10-12
  The Geometry Control of Sepoong Bridge : A Curved Cable-Stayed Bridge
  Jung-Min Nam, Joong-San Ahn, Jung-Nam Lee, and Jae-Hong Kim, Daelim Industrial Company, Ltd., Seoul, South Korea

The Sepoong Bridge is a multi-span curved cable-stayed bridge with each of the two spans being 220m long and the curvature radius of the girder is 2,000m.Since the behavior of the curved bridge is more complex than the behavior of the straight one, the geometric control of each erection stage should be performed carefully. Thus a present study presents the twisting effect at the construction stage and geometry control method for curved cable-stayed bridge.

• IBC 10-13
  Main Bridge Design and Construction Innovations of the Autoroute 25 Completion Project
  Thomas Spoth, P.E., Joseph Viola, P.E., Augusto Molina, P.E., and Seth Condell, Parsons, New York, NY

This paper discusses A25’s main bridge at the Rivière-des-Prairies - the centerpiece of this 7.2 kilometer, $500 million connection project from Montreal to Laval in Quebec.  The main bridge, 1,200 meters long with multiple continuous 96-meter spans leading up to the 280-meter main span cable-stayed bridge, demanded unique structural systems, analysis techniques and construction innovations to meet an aggressive construction schedule, stringent environmental criteria and difficult river icing conditions.

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Bridge Rehabilitation 1
Tuesday, June 8, 2010, 8:30am – 12:00pm

Session Chair:   Gerald J. Pitzer, P.E., Consultant, Pittsburgh, PA

• IBC 10-14
  Rehabilitating the Shippingport Bridge for the Present and Future
  John E. Cravotta, P.E. and Shawn E. Tunstall, P.E., HDR Engineering, Pittsburgh, PA; Douglas Thompson, P.E., Pennsylvania Dept. of Transportation, District 11-0, Bridgeville, PA; Ian Hodgson, P.E., S.E., ATLSS Center, Lehigh University, Bethlehem, PA

The 1613 foot Shippingport Bridge features a 3-span continuous truss crossing the Ohio River in Beaver County Pennsylvania. The structure is undergoing a major rehabilitation.  This paper will present key elements in the rehabilitation including the elimination of deck joints by making the floor system and deck continuous over the truss spans. Lessons learned through construction will also be discussed regarding the presentation of repair details that will be valuable in future rehabilitation contracts.

• IBC 10-15
  Rankin Bridge Rehabilitation - Challenges & Innovations
  Glenn D. Stickel, P.E. and Robert Michalk, P.E., SAI Consulting Engineers, Inc, Pittsburgh, PA

The $46M re-decking, widening, rehabilitation and painting of the Rankin Bridge, a twelve-span cantilever deck truss, includes complicated and challenging items - retrofit of truss gusset plates, strengthening of truss members, addition of redundancy systems at anchor span tie-downs and suspended span hangers, seismic retrofit of rocker bearings, half-width replacement of a two-girder approach span, installation of passive tie-back anchors on one pier and two abutments,  and the use of tangent caissons for a wingwall extension.

• IBC 10-16
  Corpus Christi Harbor Bridge Rehabilitation
  Shawn Tunstall, P.E., Matt Bunner, P.E., and Tony Ream, P.E., HDR Engineering, Inc, Pittsburgh, PA; Patrick Bachman, P.E., HDR, Austin, TX

The Corpus Christi Harbor Bridge carries US181 over the Port of Corpus Christi ship channel entrance.  The main bridge consists of two 271-ft simple span deck truss units, two 426-ft cantilever truss units, and one 387-ft tied arch for an overall truss length of 1781-ft.  The bridge rehabilitation project consisted of performing a detailed bridge inspection, performing a rating analysis, and generating repair and strengthening plans.  The various phases of the project will be presented.

• IBC 10-17
  "Floating" Jointless Steel Grid Deck for Walt Whitman Bridge
  Qi Ye, P.E., Weidlinger Associates, Inc., New York, NY; Daniel Griffith, P.E., AECOM Transportation, Philadelphia, PA; Vijay Pandya, P.E., Delaware River Port Authority, Camden, NJ; Guang-Nan Fanjiang, Weidlinger Associates, Inc., New York, NY

The existing deck in the suspended spans of Walt Whitman Bridge consists of a concrete-filled steel grid with transverse relief joints. Due to water leakage at these relief joints, stringers and top chords of floor trusses are heavily corroded. To eliminate potential of future corrosion, a new "floating" jointless (without relief joints) grid deck system was designed. The "floating" deck option will be accomplished by installing flexible elastomeric bearings under deck stringers at all floor trusses.

• IBC 10-18
  Fatigue Investigation and Retrofit of Girard Point Bridge in Philadelphia
  Y. Edward Zhou, URS Corporation, Hunt Valley, MD; John Lang, Jason Beecher, Rob Cunningham, and Mark Guzda, URS Corporation, Fort Washington, PA

Main crossing of Girard Point Bridge (I-95 over Schuylkill River) is comprised of a double-deck, three-span, cantilever-suspended truss structure constructed in early 1970's. Connections between plate girder floor beams and the truss have experienced fatigue cracking in vicinities of the suspended span since early 1990's. This paper presents results of an investigation involving field instrumentation, laboratory testing and comprehensive finite element analysis for live load and temperature effects as well as development of retrofit design.

• IBC 10-19
  An Auxiliary Support System for Corroded Steel Girder Hinges
  Craig Snively, P.E. and Travis Butz, P.E., Burgess & Niple, Inc., Columbus, OH

Leaking deck joints located over in-span hinges or pin-and-hanger assemblies can produce corrosion that will compromise the capacity of a steel girder structure.  This presentation illustrates a method of strengthening areas where such corrosion is present by installing "catcher beam" type auxiliary supports attached to existing girders using post-tensioned rods.  No lane closures were required to add the supports since all work was performed from below the bridge deck using man lifts atop barges on the waterway.

• IBC 10-20
  Westfield Great River Bridge
  Mark Ennis, P.E. and Kara Crawford, P.E., STV Incorporated, Boston, MA

The Great River Bridge, built in 1939 is located in downtown Westfield, a City in Western Massachusetts.  The through truss bridge is a landmark for the City, forming perhaps the most distinctive structure in the downtown area.  The project scope initially involved the rehabilitation of the 368 foot long, continuous, two span structure.  However, the project has grown to include the design of an identical "Sister Bridge" and a four span railroad viaduct, 284 feet long.

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Design, Part 2    
Tuesday, June 8, 2010, 1:30 – 5:00pm

Session Chair:     Carl Angeloff, P.E., Bayer Material Science, LLC, Pittsburgh, PA

• IBC 10-21
  Elastomeric Bearings: Effects of Specification Changes on Design and Construction
  John Stanton, University of Washington, Seattle, WA

Elastomeric bearings are widely used in bridges.  The AASHTO specifications have for many years contained design requirements associated with bearing rotation that are very conservative.  Unfortunately they lead either to designs that may risk instability during construction, or to conflicting requirements that prevent the use of elastomeric bearings altogether.  Recent research has led to development of new design provisions that both solve these problems and lead to a more transparent design procedure.  The paper describes the underlying research, the new provisions, and the consequences for design.

• IBC 10-22
  The Point Marion Bridge:  Structural Aspects of a New Truss Design
  Anthony P. Ream, P.E. and William F. Beining, P.E., HDR Engineering, Inc., Pittsburgh, PA; Stephen E. Hvizda, P.E., Pennsylvania Dept. of Transportation, Engineering District 12-0, Uniontown, PA

The Point Marion Bridge, located in Point Marion, Pennsylvania, carries S.R. 0088 over the Monongahela River.  The new structure consists of a 412.50 foot simple span steel through-truss and steel plate girder approach units.  For the truss design, built-up tension chord members provided structural redundancy, 3-D analyses were identified secondary effects, and a temporary 300 foot horizontal navigational clearance required cantilever erection using a temporary bent.  These structural issues and others will be presented.

• IBC 10-23
  Replacement of the Northbound Whitestone Expressway Bridge over Flushing River
  James A. Bager, P.E. and Daniel Wan, P.E., Hardesty & Hanover, LLP, New York, NY; Michael Bergmann, P.E., John Elias, P.E., and John Kwok, P.E., New York State Department of Transportation, Region 11, Long Island City, NY

This presentation provides the design and construction overview for the replacement of the 60 year old deteriorating bascule bridge carrying 5 lanes of northbound Whitestone and Van Wyck (I-678) Expressways over the Flushing River. This complex urban interchange with geometric constraints under existing roadways and over the Flushing River initiates the need of utilizing shallow steel trapezoidal hybrid box girders to achieve a 306 feet span while maintaining the 34' vertical clearances over the waterway.

• IBC 10-24
  Design and Construction of the Curved and Severely Skewed Steel I-Girder East-West Connector Flyover Ramp over I-88
  Brandon Chavel, Ph.D., P.E., HDR Engineering, Inc., Chicago, IL; Lance Peterman, P.E., S.E., HDR Engineering, Inc., Chicago, IL; Caahlen McAtee, P.E., Illinois State Toll Highway Authority, Downers Grove, IL

The Illinois Tollway, East-West Connector Ramp carries 2-lanes of traffic from northbound I-294 to westbound I-88, was reconstructed on a new curved alignment, consisting of a 3-span curved and severely skewed steel plate girder unit, and a 2-span prestressed concrete unit.  The presentation will discuss the unique design challenges of the steel plate girder unit, including steel erection; the transportation of large precast bulb tee girders; and the design of a complex modular joint.

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Bridge Management    
Tuesday, June 8, 2010, 1:30 – 5:00pm

Session Chair:     Gary Runco, P.E., Borton-Lawson, Ambridge, PA

• IBC 10-25
  Integrated Bridge Inspection and Management System for State of West Virginia
  Jeff Gula, West Virginia DOT/DOT - Maintenance Division - Bridge Management Section, Charleston, WV

The WVDOH is responsible for over 6,500 bridges.  The Department had utilized a combination of mainframe software, decentralized spreadsheets, and small databases to manage its bridges for over 20 years.  The Department has moved forward with a new system to inspect and manage all of its structures.   The software allows both field entry on tablet or laptop computers as well as an integrated internet module for continuing reports and reviewing data in the office.

• IBC 10-26
  United States Fish and Wildlife Service Bridge Safety Program
  Ronald R. Begin, P.E., U.S. Fish & Wildlife Service, Arlington, VA

The United States Fish and Wildlife Service owns and maintains over 700 bridges spread out over 93 million acres of National Wildlife Refuge and National Fish Hatchery managed lands.   These bridges represent a diverse inventory and range from Alaska to Puerto Rico. This paper examines key aspects of the Service's inventory, inspection, and management efforts and presents some of the more interesting elements and challenges posed by this unique inventory.

• IBC 10-27
  Bridge Information Modeling of Quincy Avenue Bridge: A Case Study of BrIM for Project Delivery throughout the Life-Cycle of Bridges
  Stuart Chen, Hanjin Hu, and Il-Sang Ahn, University at Buffalo, Buffalo, NY

Bridge Information Modeling (BrIM) is the process that plans, constructs, and manages bridge projects in a virtual environment using bridge information model.

In the 21st century, the idea of three-dimensional parametric modeling has been widely known and accepted by bridge industry as an important advancement to replace the two-dimensional Computer Aided Design technology. BrIM is different from the three-dimensional parametric modeling; it aims to organize and change information collected from various stages in the bridge life-cycle by using various software applications and exchangeable forms. In the present paper, the authors demonstrate the possibility of using BrIM for project delivery throughout the bridge life-cycle including not only design phrase, but also construction, operation and management phrases. A streamlined approach, which can make analysis, detailing, construction preparation, inspection, and operation processes faster and better, has been investigated, applied, and assessed for the Quincy Avenue case study bridge. Quincy Avenue Bridge over I-25 is a recently designed, three span continuous bridge with two different skew angles. This bridge has been exemplified in authors’ previous research on the bridge design based on the AASHTO LRFD Specifications, Accelerated Bridge Construction, and seismic design based on the AASHTO Guide Specifications.

• IBC 10-28
  AREVA Transportation Project
  Bryan Spangler, P.E. and Ronald Ladyka, Michael Baker Jr, Inc, Harrisburg, PA

The paper will focus on the bridge engineering related aspects of transporting two 1.8 million pound loads over 75 miles of state highways in PA and MD. This was the largest load in PA history. Various methods including temporary stream crossings, overbridges, bracings and buttressing to enable bridges to be crossed by such an large load. We will discuss the planning, designing, construction and actual crossing of the more unusual designs implemented for the project.

• IBC 10-29
  Introduction to the Maintenance Specification for Long Span Cable- Supported Bridges in Jiangsu China
  Congming Zhu and Yufeng Zhang, Jiangsu Transportation Research Institute, Co. Ltd, Nanjing, Jiangsu Province, P.R. China

In the recent years, the number of long span cable-supported bridges has been rising rapidly in Jiangsu China, such as Jiangyin Bridge, Sutong Bridge, Nanjing Second Bridge, Nanjing Third Bridge, Runyang Bridge, etc. Consequently, effective maintenance is essential to keep them serviceable and durable. This paper introduces the main contents of The Specification for Maintenance of Long Span Cable-supported Bridges in Jiangsu Province, which is expected to be put into effect soon.

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Bridge Rehabilitation 2
Tuesday, June 8, 2010, 1:30 – 5:00pm

Session Chair:     Calvin Boring Jr., Trumbull Corporation, Greensburg, PA

• IBC 10-30
  Tendon Investigation and Grout Injection Repairs for the Jamestown-Verrazzano Bridge
  Michael Abrahams, P.E. and Steven Kaufman, P.E., Parsons Brinckerhoff, New York, NY; Ahmad El-Beik, Parsons Brinckerhoff, Boston, MA; Paul Fisk, NDT Corporation, Worchester, MA

A detailed investigation of the post-tensioning system of the bridge's segmental box girder spans using predominantly nondestructive methods revealed approximately 3,664 feet of voids.  Subsequently, PB developed contract documents to address repair of the voids.  Discussion will investigation methods, the contracting and QA provisions that helped ensure the quality of repairs and minimize claims that have occurred on similar past projects, and events that will provide lessons learned for future repairs of similar post-tensioning systems.

• IBC 10-31
  Shear Capacity Testing and Assessment of Corrosion Damaged Reinforced Concrete Beams
  William Farrow, III, P.E., Gannett Fleming, New York, NY;  Chris Higgins, Ph.D., P.E. and O. Tugrul Turan, Oregon State University, Corvallis, OR

With the aging infrastructure and limited resources to replace deteriorated bridge elements, rehabilitating existing structures has become important; however methods to accurately predict remaining capacity of corrosion damaged elements.  An experimental investigation of corrosion on the shear capacity of conventionally reinforced concrete beams was conducted. From the experimental results, recommendations to modify the current AASHTO shear analysis methodologies were proposed to take into account the corrosion induced damage to both the concrete section and stirrups.

• IBC 10-32
  Grand Concourse Bridge over Metro-North Railroad
  Christopher Mele, P.E., PMP and Porfirio Lantigna, P.E., Michael Baker Engineering, Inc., White Plains, NY

A single span structure spanning 140 feet over MNRR tracks. The superstructure is composed of three portions: East, Center and West. The eastern portion is a concrete deck supported on longitudinal steel stringers framing into steel floor beams supported on a subway truss and two 8-ft deep longitudinal steel plate girders. The roadway at center is a concrete deck supported on longitudinal steel stringers framing into steel floor beams supported on four 18-ft deep longitudinal steel subway structure trusses. The western portion is a concrete deck supported by longitudinal steel stringers framing into steel floor beams supported by three 10-ft deep longitudinal steel plate girders and a 12-ft deep longitudinal steel truss. This bridge is categorized as a dual function structure, carrying both six lanes of traffic at the Grand Concourse level and three NYC Transit subway lines at the subway tunnel level. The original structure was constructed to carry the Grand Concourse, and subsequently the Board of Transportation of NYC inserted the subway structure into the existing bridge when the subway line was buil tcirca 1920.This multi-level structure is supported on concrete abutments founded on rock. The proposed design will separate the two structures by raising the superstructure about two(2)inches above the existing subway trusses while maintaining the lateral stability of the existing subway trusses and constructing two longitudinal trusses at each side of the subway structure.

• IBC 10-33
  Existing Simple Steel Spans Made Continuous, a Retrofit Scheme for the I-476 Bridge over the Schuylkill River
  John Milius, P.E. and Daniel Griffith, P.E., AECOM, Philadelphia, PA

The rehabilitation of SR 476 over the Schuylkill River converted existing steel multi-girder simple spans into three and four-span continuous units.  The simple-made-continuous design, coupled with other deck joint elimination techniques, reduced the number of deck joints from 25 to 8, and extended the remaining life of the bridge.  The paper illustrates the design and construction requirements for simple to continuous conversion - from substructure retrofits and sequential bearing replacements to superstructure continuity details.

• IBC 10-34
  Fatigue Evaluation and Enhancement of a Modular Steel Orthotropic Deck
  Sougata Roy, Ph.D. and Yeun Chul Park, Lehigh University, ATLSS Engineering Research Center, Bethlehem, PA

Modular steel orthotropic deck panels can provide cost-effective solution for accelerated construction of bridges. These decks have been widely used as part of temporary structures in battle zones, as emergency bridge replacements and in large urban construction projects. However, their fatigue performance under highway loading is not well established. This paper presents a pilot study conducted at Lehigh University to evaluate fatigue performance of a typical modular bridge deck subjected to AASHTO tandem axle loading.

• IBC 10-35
  Critical Member Removal and Load Redistribution of Deteriorated Truss Bridges
  Lynsey Reese, Virginia Polytechnic Institute and State University, Blacksburg, VA; Daniel G. Linzell, The Pennsylvania State University, University Park, PA

Questions surrounding the strength and stability of truss bridges and the adequacy of the aging infrastructure have arisen due to some recent notable bridge collapses. This paper investigates the behavior of truss bridges when a critical member is removed, and summarizes computational research that examined a healthy, or "pristine" through-truss bridge and a deteriorated version of the same bridge to determine the effects of aging and deterioration on critical member location and load redistribution.

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Research/Evaluation 1
Wednesday, June 9, 2010, 8:30am – 12:00pm

Session Chair:    W. Jay Rohleder Jr., P.E. S.E, FIGG, West Chester, PA

• IBC 10-36
  Analysis on Longitudinal Cracks of Prestressed Concrete Hollow Slab Beam Bridge
  Zhu Xiaowen and Zhang Yufeng Jiangsu Transportation Research Institute Co., Ltd, Nanjing, Jiangsu, China

Prestressed concrete hollow slab beam bridges were very popular in Jiangsu province. A wide survey consisting of statistic of data and on-site investigation revealed that extensive longitudinal cracks occur in bottom slab of these beams during operating period. To provide the reasons for the cracking, full-scale loading experiment and numerical analysis were conducted. The research results show that temperature difference of beam stem during operating period may be the major factor of the longitudinal crack.

• IBC 10-37
  Stability Analyses and Determination of Limiting Load Capacity of Washington Avenue Bridge Girders
  Sougata Roy, Ph.D., Lehigh University, ATLSS Engineering Research Center, Bethlehem, PA; John Milius, AECOM, Philadelphia, PA

Stability of three span continuous girders in the iconic Washington Avenue Bridge over the Mississippi River in Minneapolis was evaluated by a series of linear and nonlinear 3D Finite Element Analyses. Built in 1965 using T1 steel, the welded plate girders within the 18 ft deep haunched regions do not meet the geometric requirements of the current AASHTO Specifications. The advanced collapse analyses provided key justification in retrofitting the bridge for LRT use.

• IBC 10-38
  Investigation of Cracks in the Web of a Horizontally Curved Twin Box Girder Bridge
  Jian Huang, Ph.D., P.E., Transystem Corporation, Fort Lauderdale, FL; Anthony D. Koloze, E.I., Transystem Corporation, Cleveland, OH; R. Wayne McLennon, P.E., Transystem Corporation, Fort Lauderdale, FL

This paper presents the findings from the investigation of likely causes of cracks occurring in the web of a horizontally curved twin box girder bridge. The results from the three-dimensional analysis emphasize that an in-depth understanding of the structural behaviors and smooth loading path are crucial in the design and detailing of curved steel box girders.  In addition, repair schemes are modeled for the stress distribution in the area of consideration.

• IBC 10-39
  Barge Impact Design Highway Bridge Over Inland Waterways
  Joseph J. Romano, P.E., Ling Zhao, Ph.D., P.E., and Yongxian Chen, P.E., Ph.D., Michael Baker Jr, Inc., Hamilton, NJ; Aaron L. Stover, P.E., Michael Baker Jr. Inc., Louisville, KY; Terrence J. Tiberio, P.E., Michael Baker Jr., Inc., Moon Township, PA

Through the barge impact study of Milton Madison Bridge, this paper presents a method by which the available barge and flotilla traffic database maintained by the U.S. Army Corps of Engineers may be utilized to perform risk assessment studies for other inland waterway bridges subject to barge impact. The necessary data collection efforts through communications with USACE, USCG, bridge owners and industries are presented. Recommendations for facilitating future similar studies are suggested.

• IBC 10-41
  Use and Performance of Epoxy-Coated Reinforcing Steel over 35 years
  David McDonald, Epoxy Interest Group of CRSI, Schaumburg, IL

Epoxy-coated reinforcing bars (FBECR) have been used in over 65000 bridge decks and other bridge components to provide resistance to chloride-induced corrosion of the reinforcing steel.  This paper outlines the performance of these bars since their introduction in 1973, and provides information on improvements made over the past 35 years.  The paper will include information on the laboratory and field performance and demonstrate that epoxy-coated reinforcing bars provide cost-effective corrosion protection.

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Construction
Wednesday, June 9, 2010, 8:30am – 12:00pm

Session Chair:     Dennis R. Mertz, Ph.D., University of Delaware, Newark, DE

• IBC 10-42
  Launch of Structural Steel for the Athabasca River Bridge
  Matthias Schueller, PEng. and Prabhjeet Singh, PEng., Infinity Engineering Group Ltd., North Vancouver, BC, Canada; Matthew Bowser, University of Waterloo, Waterloo, ON, Canada

This paper presents the erection engineering and construction behind the incremental launch of the new 472 meter long and 30 meter wide Athabasca River Bridge.  All ten plate girders were launched simultaneously resulting in an incredible schedule advantage and setting a precedent as the widest steel bridge launch undertaken in North America.  A general description of the entire launch system is presented while innovative components are described in detail.

• IBC 10-43
  I-76 Allegheny River Bridge - Preserving the Environment with Pennsylvania's Longest Concrete Segmental Span
  Garrett Hoffman, P.E., FIGG, Exton, PA; Gary Graham, P.E., Pennsylvania Turnpike Commission, Harrisburg, PA

The new I-76 Allegheny River Bridge outside of Pittsburgh is nearing completion.  Pennsylvania' first long span concrete segmental bridge features twin 2,350-foot structures that are being constructed over local roads, active rail lines, and the Allegheny River. Environment friendly balanced cantilever construction from above is accomplishing each of the long spans, including the 532-foot main span over the river, while rail, vehicular and marine traffic remains operational.

• IBC 10-44
  Design & Construction of Segmental Bridge in Algeria East-West Corridor
  Adel R. Zaki, SNC-Lavalin Inc., Montreal, QC, Canada; Abdelkrim Settouf, P.E., SNC-Lavalin, Algeria

The Government of Algeria is currently in the process of an intensive $ 10.0 bn. development of its largest public road network. In the country with many valleys and mountains many exceptional bridges are to be constructed through a mega trans-country corridor. Once completed, scheduled for late 2010, the East-West 6-lanes highway will link Algeria's east border with Tunisia to Moroccan border at the west with a distance of 1216 Km. This paper describes the unique segmental bridge built in the highway network, and presents the construction methods and the specific equipments and technologies that have been used.

• IBC 10-45
  Innovative Applications of Precast Concrete on Complex, Long Span Urban Bridge
  Gregg A. Reese, Summit Engineering Group, Inc., Littleton, CO

The development of the precast U girder has created a cross section that can be cast in curved sections. Combining this development with spliced, post tensioned construction has created a new design option for complex, long span bridge projects. A number of projects that have been constructed in Colorado using this new technology will be presented.

• IBC 10-46
  Roll-out of the Clifton Avenue and Nesbitt Street Bridges over New Jersey Transit
  Wendy Haugeto, Michael Baker Jr., Inc., Hamilton, NJ

This paper describes how the superstructure demolition of two bridges spanning over active New Jersey Transit Railroad lines was accomplished within an accelerated construction schedule by rolling the bridges from their span over the New Jersey Transit lines to the adjacent approach roadway prior to demolition.  This construction procedure reduced the number of full outages required for demolition to three (3) outages and allowed the work to be completed within an accelerated construction schedule.

• IBC 10-47
  Successful Implementation of Florida's First Post-Tensioned Tendon Couplers
  Timothy Barry, P.E., Reynolds Smith & Hills CS, Inc, Rockledge, FL; Robert Bennett, Reynolds Smith and Hills CS, Inc, Jacksonville, FL

The first project in the State of Florida, and nationwide, to make tendon couplers a contractual requirement for segmental bridges is in Jacksonville, Florida.  For the I-95/I-295 North Interchange project, The Florida DOT mandated that a coupler system, meeting specific contract requirements, be incorporated in to the structure.  With the project nearly complete, the development and implementation process can be analyzed to determine successes and failures and to provide guidance for the industry for future projects.

• IBC 10-48
  Temporary Works Design Work In Large Construction Projects - Responsibilities and Liabilities
  Martin Kendall, STV Incorporated, New York, NY; Tariq M. Bashir, P.E.; New York State Department of Transportation, Region 11, Long Island City NY; John Hanke, P.E. and Hui-Pung (Johnny) Ho, P.E., Jacobs, New York NY

The paper discusses the responsibilities and liabilities of the permanent works designer in preparing temporary works designs for the contractor's use. The example used is the temporary works designs for the rehabilitation of nine bridges in the Alexander Hamilton Bridge complex on the Cross Bronx Expressway, including supports to the main bridge superstructure to carry full live load during reconstruction; a full demolition and erection scheme for the tightly curved Ramp TE bridge, and temporary diversion bridges for six curved ramp bridges.

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Accelerated Bridge Construction   
Wednesday, June 9, 2010, 8:30am – 12:00pm

Session Chair:     Thomas G. Leech, P.E., S.E., Gannett Fleming, Inc., Pittsburgh, PA

• IBC 10-49
  Roll-in/Float-in Combination Launch of a Pre-fabricated Truss Bridge (NY Rte 270 over the Erie Canal)
  Robert A. Cisneros, Robert G. Urban, and Ronald D. Medlock, High Steel Structures, Inc., Lancaster, PA

This paper illustrates Accelerated Bridge Construction principles via the launch of a three hundred foot long through-truss over the Erie Canal in five stages:

1. superstructure pre-assembly (blocked to no-load profile)
2. load transfer to roller supports, transport to shoreline
3. install forward cantilever barge support, “roll-float” to far shore
4. re-transfer load to forward rollers, transport to final position
5. lower truss onto bearings.

Technical principles applied, and lessons learned, are discussed.

• IBC 10-50
  Four Bridges Completely Replaced and Opened in an Average Closure Time of Seven Hours
  Hugh Boyle and Jason Klophaus, P.E., Michael Baker Jr., Inc., Midvale, UT

This paper details the major issues, challenges and successes of 2 design build projects to replace 4 existing bridges on I-80 in Utah with minimal impact to traffic.  The prestressed girder superstructures were built to the side of the existing structures and slide into place on new substructures constructed under the existing bridges.  The substructures consisted of straddle abutments on pile foundations. The average closure time on I-80 was 7 hours.

• IBC 10-51
  Rail Bridge Replacement using Temporary Track Supports and Precast Concrete
  Robert J. Lund, Jr., P.E., Southeastern Pennsylvania Transportation Authority (SEPTA), Philadelphia, PA; Michael J. McAtee, P.E., Urban Engineers, Inc., Philadelphia, PA; James E. Maccariella, Ph.D., P.E. and Anand Patel, P.E., Urban Engineers, Inc., Cherry Hill, NJ

The Southeastern Pennsylvania Transportation Authority's new Jenkintown Bridge over the Tacony Creek was constructed without relocating electrical catenary lines while maintaining service for the two electrified rail lines crossing the bridge.  The final design featured construction staging that permitted the catenary lines to be de-energized and the transmission lines to remain energized, without relocation.  Temporary track supports were designed to span the footing excavation, allowing the bridge to remain in service while the footings cured.

• IBC 10-52
  Laboratory Testing of Transverse Connections for Use in Accelerated Bridge Construction
  Logan Julander, Michael Baker Jr., Bountiful, UT; Dr. Marvin Halling, Scott Porter, and Dr. Paul Barr, Utah State University, Logan, UT; Hugh Boyle, Michael J. Baker Jr., Inc., Midvale, UT

Testing was performed on the following transverse bridge deck connections: post tensioned, welded tie using shear studs, welded tie using rebar, 24 inch curved bolt type post tensioning, and 36 inch curved bolt type post tensioning. The experimental 36-inch curved bolt connection had the highest average moment capacity. The welded tie connection had cracking moments and loads comparable to the post tensioned connection. The welded stud held the least ultimate moment capacity and cracking moment.

• IBC 10-53
  Development and Effects of Accelerated Construction Method for Overpasses Using Steel Bridges with Steel Spread Foundations
  Yuji Mishima, Kazuhiro Fukumoto, and Yasumi Wakabayashi, Hitachi Zosen Corporation, Osaka, Japan

Traffic congestion at intersections is a serious problem in urban Japan. Shorter construction periods and minimal traffic restrictions are needed to prevent further congestion during the construction of overpasses. Steel rigid-frame bridges with steel spread foundations were developed to achieve dramatically shorter construction periods for overpasses. This paper describes the development of such bridges, projects for which they have been used to reduce construction time, and their advantages.

• IBC 10-54
  Rehabilitation of the Northbound and Southbound Bruckner Expressway Bridges as Easy as A, B, C (Accelerated Bridge Construction)
  Marco Buyson and Mohammad Shams, Ph.D., HDR Engineering, Inc., New York, NY

The Bruckner Expressway Bridges carries the Northbound and Southbound Bruckner Expressway (I-95) over Amtrak and CSX tracks.  In 2008, the New York City Department of Transportation awarded design-build project for the rehabilitation of both bridges to Judlau Contracting, Inc. and HDR Engineering, Inc.  The high traffic volumes on I-95 and the time windows that provided to work over the railroad necessitated the use of accelerated bridge construction techniques.

• IBC 10-55
  Short Span Innovative Bridge Design Choices
  Sevak Demirdjian and Oliver Joly, SNC Lavalin Inc., Montreal, QC, Canada

The last expansion of Hwy 30 in south shore of Montreal featured the construction of 5 diverse bridges over Hwy 132. The expansion works affected all surrounding residential, commercial and industrial areas as well as environmentally precarious rivers and flood plains.  The project called for the construction of a selected 2.2 kilometers of road, including 2 road overpasses, 2 river bridges and 1 railway underpass. 

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Bridge Maintenance  
Wednesday, June 9, 2010, 1:30 – 3:45pm

Session Chair:     Louis J. Ruzzi, P.E., Pennsylvania Dept. of Transportation, Bridgeville, PA

• IBC 10-56
  Testing of Very Old Cathodic Protection Systems on Ohio Bridge Decks
  Jack Bennett, J.E. Bennett Consultants, Inc., Chardon, OH; Thomas R. Turk, De Nora Tech, Chardon, OH; Matt Sexton, De Nora Tech, Fairport Harbor, OH

Impressed Current Cathodic Protection (ICCP) has been proven to effectively control corrosion of reinforcing steel in concrete. To date, ICCP has been installed on over 200 bridge decks worldwide, totaling more than 3.5 million square feet of reinforced concrete surface. But very little long-term data have been published regarding the effectiveness of ICCP for extending the service life of concrete bridge repair. This paper presents results of testing of ICCP systems on two bridges in Ohio 23 and 17 years after installation. Even after this time, the systems were still operating as intended. Reinforcing steel was polarized >100mV at each test point, indicating complete protection against corrosion. Comparison of protected areas to unprotected areas on the older bridge provided conclusive evidence of the prevention of damage due to corrosion.

• IBC 10-57
  An International Approach to Detailing for Safety, Serviceability, and Sustainability in Bridge Design
  Meghann Valeo and Harry Capers, Jr., P.E., Arora and Associates, P.C., Lawrenceville, NJ

The purpose of the International scan on Assuring Bridge Safety and Serviceability (ABSS) was to identify the best practices and processes for consideration by U.S. engineers and to put these approaches into practice in the U.S.   During the scan, the team observed many practices and technologies related to the topic of interest.   This paper outlines these findings in detail and provides specifics on the team’s recommendations for transferring many of these approaches into U.S. practices.

• IBC 10-58
  A Vehicle mounted Bridge Deck Scanner for Internal Condition Assessment of Concrete Bridge Decks
  Yajai Tinkey, Pat Miller, and Larry Olson, Olson Engineering, Inc, Wheat Ridge, CO

This paper describes the newly developed Bridge Deck Scanner (BDS) system which can be mounted to a vehicle hitch for rapid condition assessment of concrete bridge decks. The development of the BDS system was part of the NCHRP-IDEAS program in 2009. The objective of the research was to develop technologies for rapid inspection that can provide the following information about the concrete bridge deck:
1. Top delamination mapping
2. Internal conditions; including cracks, crack depth, concrete deterioration and bottom deck delamination mapping
3. Thickness profiling

• IBC 10-59
  Market Street and Chestnut Street Bridge Rehabilitation
  Leon Lung-Yang Lai, P.E. and Wan-Shu Chang, Specialty Engineering, Inc., Bristol, PA

The Market Street and Chestnut Street Bridges in the City of Philadelphia are under evaluation for rehabilitation. The bridges include three types of arch structures: 3-hinge concrete encased open-spandrel steel arches, jack-arch floorbeams, and stone masonry closed-spandrel arches. Load rating analyses are conducted to determine the load carrying capacity of the structures and to determine the necessity for rehabilitation. Evaluation of the masonry arch structure for carrying widened sidewalks is also conducted.

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Pedestrian
Wednesday, June 9, 2010, 1:30 – 3:45pm

Session Chair:    Matthew P. McTish, P.E., McTish, Kunkel & Associates, Allentown, PA

• IBC 10-60
  Walkway over the Hudson: A Century Old Marvel, Derelict for Decades, Returned to Glory in 18 Months
  Peter M. Melewski and C. Michael Cooper, Bergmann Associates, Albany, NY; H.J. Marcelle, The Fort Miller Co., Inc., Schuylerville, NY; Jeffrey DiStefano, Harrison & Burrowes Bridge Constructors, Inc., Glenmont, NY

The notion of a railroad bridge spanning the Hudson River at Poughkeepsie was first conceived in 1868, but it was not until twenty years later that construction of the 1.25-mile long Poughkeepsie-Highland Railroad Bridge opened a direct link between the burgeoning Northeast and the coal fields of Pennsylvania. For nearly a century, the iconic bridge served dutifully, carrying as many as 3000 cars a day at its peak. However, a devastating fire upon the bridge, coupled with waning demand, led to the bridge's abandonment in 1974.

• IBC 10-61
  Conceptual Design and Cold Weather Challenges of The Fort Edmonton Footbridge Over The North Saskatchewan River
  Alex Harrison, CH2M HILL, Sacramento, CA; Brendan Gill and Joe Showers, CH2M Hill, Denver, CO

The City of Edmonton's Fort Edmonton Footbridge completes a link within the extensive riverfront park system, and will enhance access of the adjacent residential areas to this regional greenway.  A suspension bridge was selected for final design to a minimize pier foundations in the river and provide an organic, light, visual profile. Construction occurred through all 4 seasons, only stopping during the winter months when temperatures dropped blew -30 degrees Celsius.

• IBC 10-63
  Restoration of a Historic Phoenix Column Truss Bridge
  Nathan W. Buttorff, Pennoni Associates Inc., Wilmington, DE

The rehabilitation of the Hibernia Mine Railroad Bridge, which was disassembled and stored in a maintenance yard for nearly 10 years, provides an elegant and scenic passageway for pedestrians and bicyclists to utilize along The Raritan River Greenway in Raritan, New Jersey.  This 69 foot long Phoenix Column truss bridge required creative solutions to balance the foundation design, site geometry, and structural rehabilitation with the need to maintain the historical integrity of the structure.

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Research/Evaluation 2
Wednesday, June 9, 2010, 1:30 – 3:45pm

Session Chair:     Donald W. Herbert, P.E., Pennsylvania Dept. of Transportation, Uniontown, PA

• IBC 10-64
  Simplified Methods for Triage Evaluation of Gusset Plate Connections
  Jeffrey W. Berman, University of Washington, Seattle, WA; Aaron Olson, Bo-Shiuan Wang, Charles W. Roeder, and Dawn E. Lehman, University of Washington, Seattle, WA

The failure of a large steel truss bridge in Minnesota has been, in part, attributed to overstressed and buckled gusset plates. This catastrophic event signaled concerns of the potential for a similar overstressed state in gusset plates in steel truss bridges across the county. To provide guidance to bridge engineers, the Federal Highway Administration released FHWA Bridge Design Guidance No. 1 Load Rating Evaluation of Gusset Plates in Truss Bridges; however, the somewhat complex evaluation methods make rapid assessment costly for DOTs. A study supported by the Washington State Department of Transportation and FHWA has developed a procedure for rapid and reliable evaluation of the state of gusset plates, including the maximum stresses, likelihood of gusset buckling, and critical connection configurations. The development utilized a parametric study of several gusset plate configurations performed using advanced nonlinear finite element analysis. Parameters such as plate thickness, yield stress, and load distribution were considered for actual gusset plate connections from bridges primarily in Washington State. The selected gusset connections also had different geometries to ensure the resulting evaluation approach is sufficiently broad in applicability. The new approach should enable bridge engineers to more expediently evaluate the capacity of gusset plates, allowing gusset plates with near critical demand-to-capacity ratios to be identified for further, more refined analysis or retrofit. The paper and presentation will detail the analyses and resulting rapid gusset plate evaluation procedure.

• IBC 10-65
  Effect of Pile Orientation in Integral Abutment Bridges
  Rabih Najib, Ph.D., P.E., Alpha Corporation, Baltimore, MD; Amde M. Made, Ph.D., P.E., University of Maryland, College Park, MD

Integral abutment bridges provide an excellent alternative to conventional bridges built with bearings and expansion joints. Reducing pile stresses may lead to construction of longer integral abutment bridges.   A three-dimensional non-linear finite element model is used to perform parametric study to investigate the effect of pile orientation on the behavior of skewed, jointless steel girder bridges and the stresses induced into the piles themselves due to the integral abutment configuration.

• IBC 10-66
  Advanced Underwater Acoustic Imaging of Piers on Mississippi River bridges:  A Cast Study in How to Inspect Bridges Underwater when Diving cannot be Performed Safely
  David Reser, P.E., Infrastructure Engineers, Inc., Saint Cloud, FL

The purpose for performing underwater bridge inspections is to assess the condition of bridge foundation elements with certainty and to evaluate and document scour conditions. The underwater environment at several signature rivers in the United States is extremely hazardous making a thorough and accurate underwater inspection virtually impossible.  This paper reviews the results of underwater acoustic imaging performed during high water events on Mississippi River bridges in the Winter of 2009 to comply with the National Bridge Inspection Standards.

• IBC 10-67
  Design of Concrete Filled Tubular Flange Girder Richard Schoedel, Michael Baker Jr. Inc, Moon Township, PA; Richard Sause, Ph.D., Lehigh University, Bethlehem, PA

A Concrete Filled Tubular Top Flange Girder (CFTFG) demonstration bridge has been designed. This two span structure is the first of its kind to be placed into service. A CFTFG is an I-shaped girder that uses a concrete filled hollow structural section (HSS) as the top flange. The resulting I-girder section has lateral torsional buckling strength that is much larger than that of a conventional I-girder with similar depth, width, and steel weight. This increased strength permits the lateral bracing of CFTFG’s to be minimized compared to conventional I-girders.

• IBC 10-68
  Noise Localization via Acoustic Emission Monitoring on a Rolling Bascule Bridge
  David Kosnik, P.E., Daniel R. Marron, Mathew Kotowsky, P.E., and David Corr, P.E., Ph.D., Northwestern University, Evanston, IL

Acoustic emission monitoring was used to locate the source of disturbing loud noises generated during operation of a bascule bridge over a busy waterway.  Initial analyses ruled out the machinery as the noise source and showed that the noises were coming from the heel area of the bascule girder. Source location analysis suggested that the bangs were generated along the bascule girder-track casting interface. It is hypothesized that highly localized stick-slip behavior is the cause.

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Poster Session
Tuesday, 9:00am-5:00 PM & Wednesday, 8:30am-1:30pm

• The 2009 Inspection of the Jamestown-Verrazzano Bridge
  Michael Abrahams, P.E. and Steven Kaufman, Parsons Brinckerhoff, New York, NY; Benoit Kroely, Advitam (Freyssinet), Sterling, VA

The Jamestown Verrazzano Bridge is a 7,350ft, 51-span bridge linking the towns of North Kingstown and Jamestown in Rhode Island. The main structure is a prestressed segmental concrete box structure comprising 23 spans over the navigational channel. The adjacent trestle is structure comprising 28 spans with AASHTO Type IV precast, prestressed girders made continuous for live load over seven 4-span units.

• Replacement of Bridge Bearing
  Saud Altheneyan, Alauni Company, Engineering Affairs

This poster summarizes the results of the first Ministry of Transport (MOT) experience in changing the bearings of bridges, in service, without interruption to traffic. The bridges involved are about twenty five (25) years old, simply supported composite type structures. The superstructure consists of reinforced concrete slab resting on steel girders. The load is transmitted to the substructure through guided and spherical steel bearings.

• Greenroads: A Tool for More Sustainable Bridges
  Jeralee L. Anderson, P.E., LEED-AP, University of Washington, Dept. of Civil Engineering, Seattle, WA;  Joseph Showers, P.E.,  CH2M Hill, Englewood, CO; Scott Roux, P.E., CH2M Hill, Bellevue, WA

Greenroads (www.greenroads.us) is a proposed voluntary standard for quantifying sustainable design and construction practices in transportation infrastructure projects. It is a project-based performance metric that provides a comprehensive and user-friendly decision-making tool to implement sustainability in bridges. Results of case studies show that 1) Greenroads is applicable for bridges, and there is room to improve sustainability in conventional practice, and 2) Greenroads offers many opportunities to recognize innovative bridge engineering practices in future versions.

• Multi-Span Precast Arch Bridge Backfilled with Light Weight Cellular Concrete
  Sherif Aziz, P.E., Kim Truong, P.E., John Sankey, P.E. and Hieu Tran, The Reinforced Earth Company, Vienna, VA

The Reinforced Earth Company designed and supplied a multi-barrel precast arch bridge at RT 18 New Brunswick, NJ. The bridge is 182m long with eight 20.2m span barrels. Arches were backfilled with lightweight concrete. Deflections were monitored during erection. Tension rods were installed in the pier caps to control lateral movements.
The lifting technique used lifted and rotated the 66.9 ton units into erection position. The erection rate was 2-3 days per barrel.

• Arrigoni Bridge Inspection and Testing Program
  Basil Bantimba, P.E., AI Engineers, Inc., Boston, MA; Aslam Siddiqui, P.E., AI Engineers, Inc., Middletown, CT

In 2007, AI Engineers, Inc. (AI) of Middletown, Connecticut was tasked by ConnDOT to perform inspection of the Arrigoni Bridge in CT. This presentation outlines the plan that AI and the various non-destructive and equipment subconsultants used to perform the routine visual inspection, ul-trasonic testing of the pins and electromagnetic cable inspection of this prominent structure. Also included are equipment manifests required to complete the inspection and the maintenance and protection of traffic for this 4 lane, heavily travelled structure.

• Roebling Bridge Rehabilitation Design/Build
  William J. Castle, P.E., S.E., F.ASCE, W.J. Castle, P.E. & Associates, P.C, Hainesport, NJ

  The abandoned railroad bridge at the Roebling Steel Mill, listed as an EPA superfund site, was to be rehabilitated into a roadway bridge able to support heavy trucks. Our Company performed an in-depth analysis of the structure and determined the substructure and the steel stringers could be utilized in the new bridge design which saved both time and money. The design/build of the bridge was completed within 3 months and total was $170,000.

• An Innovative System of FRP Bridge Deck Panels with Crash-Worthy Guardrail
  Moni G. El-Aasar, Ph.D., P.E., BG Consultants, Inc., Manhattan, KS; Hani Melhem, Ph.D., P.E., F.ASCE, Kansas State University, Manhattan, KS

An economical and efficient alternative to concrete decks has been developed under the sponsorship of KDOT, following years of R&D and testing.  The system consists of FRP honeycomb sandwich panels with proper precast concrete guardrails which were crash-tested and passed Test Level 3 (TL-3) evaluation criteria.  This light-weight system is now ready for use on temporary/detour bridges, or as permanent concrete deck replacement allowing higher live load while keeping the existing steel girders and substructure.

• Live Load Rating, Analysis and Design of Moodna and Woodbury Viaducts
  Chih-Ping Fan, Ph.D., P.E., Luigi Brasacchio, P.E., and Nicholas Altebrando, P.E., STV Inc., New York, NY

This poster will present inspection findings and discuss the typical deficiencies for Moodna and Woodbury Viaducts including corrosion, frozen expansion bearings at the bases of trestle towers, fatigue cracks at the X-bracing connection angles between deck girders, half-moon cracks at the top flanges of deck girders, and bent expansion bearing pockets of deck girders.  The effect of the newly adopted longitudinal force in AREMA on live load rating and repair measurements will also be included.

• Three Dimensional Finite Element Model of Cleveland's Inner Belt I-90 Bridge
  Abelardo Garza and Ramachandra Balasubramanian, SIMULIA Erie, Beachwood, OH; Sreeparna Sengupta, SIMULIA South, Lewisville, TX

The Ohio Department of Transportation (ODOT) was facing an engineering challenge with the Inner Belt I-90 Bridge in Cleveland Ohio. After careful inspection, deterioration due to corrosion of a section in a lower chord located in a cantilever span of the bridge developed concerns regarding its operational condition. This combined with the changing loading conditions since its construction in 1954 forced ODOT to close lanes and an entrance ramp on the bridge, as well as prohibit trucks to pass. ODOT contacted SIMULIA Erie in Beachwood Ohio in regards to creating a three dimensional finite element model using Abaqus technology for evaluation of the bridge's current condition, as well as evaluation of potential bridge repairs. The three dimensional finite element model of the concerned section of the bridge was constructed using a combination of beam, shell, and solid continuum elements.

• Wavelet-based Modal Parameters Identification for Arch Bridge
  Jiangang Han, Ph.D., Daxiong Cai, Tianyin Xiao, and Zhiwei Ji, Hainan University, Haikou, Hainan, China

The wavelet-based identification that works in time-frequency domain is used to identify the dynamic characteristics of the structural system.  An example of arch bridge had been used to demonstrate that the current identified results are accordant with those previously obtained from the peak pick method in frequency domain and stochastic subspace identification in time domain.

• An In-Depth Analysis of I35W Bridge Collapse
  Su Hao, Ph.D., ACII, INC., Wilmette, IL

This presentation briefly summarizes an in-depth analysis of the I-35W Bridge over the Mississippi River in Minneapolis, Minnesota that collapsed suddenly on August 1, 2007. Based on the original design drawings, the material evidence provided by the U. S. National Transportation Safety Board (NTSB), and a full-scale load rating of the bridge superstructure. It has been concluded that the collapse is the direct subsequence of original design which had underestimated the forces in diagonal members and the corresponding bending moment to gusset plates.

• Construction Stage Analysis of Cable Stayed Bridge
  Heena B. Kharat, Aker Solutions, Powergas House, Mumbai, Mahar, India; Ramakant Ingle and Pramod Godbole, Visveswaraya National Institute of
  Technology, Nagpur, India

The modeling of bridge structures have seen a major evolution over recent decades linked directly to the rapid development of digital computing. The design and construction of this bridge represent the beginning of a new era of modern cable-stayed bridges. The technique and methods of erecting cable-stayed bridge is as varied and numerous as the ingenuity and number of erector contractors. Erection methods not only affect the stresses in structure during erection but also have an effect on the final stresses of completed structure.

• Lessons Learned from Gusset Plate Rating Analysis
  Joseph Krajewski, P.E., T.Y Lin International, Beaverton, OR

Since the 2007 collapse of the I-35 Bridge in Minneapolis there has been a heightened emphasis on developing better design and rating guidelines for gusset plates. This is especially true since the cause of the collapse appears to be a design error that was not recognized at the time of construction or noted in forty plus years of inspection.

• The Route 36 Highlands Precast Segmental Concrete Box Girder Bridge
  Marcos Loizias, JACOBS, Morristown, NJ

  The project features twin precast segmental concrete box girder bridges built by the balanced cantilever method and constructed in stages to replace on-line an aging bascule bridge. For rapid construction and long-term durability, the substructure is also precast, featuring single column precast post-tensioned hollow box section piers sitting atop waterline footings supported on 54-inch diameter prestressed concrete cylindrical piles. Precast concrete cofferdam cells are used for casting the footings.   

• Using IDA Analysis to Study Multi Stage Performance of Bridge Using Multi Phase Friction Bearing
  Masoud Malekzadeh, Amir Kabir University of Technology, Tehran, Iran

This poster investigates the seismic behavior of bridge isolated by Triple pendulum systems. The non-linear equations of motion have been expressed in an original simple form through the use of appropriate parameters.

• Development and Installation of Foam Sealant for Small Movement Bridge Expansion Joints
  Ramesh Malla, Ph.D., Brian Swanson, and Montgomery Shaw, Ph.D., University of Connecticut, Storrs, CT

Bridge expansion joints, designed to accommodate movement of the road deck, can permit leakage of corrosive materials that can damage bridge components.  Silicone foam has been developed to provide a durable, economical seal for bridge expansion joints on small movement bridges.  Laboratory tests and application of the sealant to bridge expansion joints show that the silicone foam exhibits a strong bond to various joint header materials and shows compliance to large joint movement.

• Replacement of SEPTA Bridge 20.25
  Justin McCarthy, P.E. and Robert Bistline, P.E., HNTB Corporation, Harrisburg, PA

Bridge 20.25 is a twin, riveted two-girder open deck structure located on SEPTA's R5 Lansdale Regional Rail Line believed to have been rebuilt in the early 1900's.  A welded two-girder weathering steel superstructure with new precast concrete bearing seats was designed in approximately three (3) weeks.  Each bridge was removed and replaced with the new prefabricated structures over two (2) weekend outages during the fall of 2009 while maintaining single-track service during peak travel operations.

• Red means Go
  Christopher McMillan, International Paint LLC, Houston, TX;  Ronald Rauch, New York City Department of Transportation, New York, NY

This poster focuses on a project that required a truly high performance product, the Roosevelt Island Bridge.  Roosevelt Island Bridge, owned by the New York City DOT, is a lift bridge spanning the East River.  With 170 foot towers and deep cool red in color the Roosevelt is easily visible from the Manhattan skyline and required an ultra durable finish coat to keep the main span and towers from chalking, discoloring, and fading.

• High Definition Video and Infrared Imaging Applications in Bridge Inspection
  Yuji Nagao, P.E., West Nippon Expressway Company, Ltd., Tokyo, Japan;  Lee R. Ahlstrom, P.E., Louis Berger Group, Inc., Washington, DC
  

Using high definition video cameras (HDV) to record concrete structure surface conditions, coupled with infrared imagery supported thermographic assessments; Japan's NEXCO-West analyzes and assesses existing bridge structural integrity. Combining HDV and infrared image data enables crack detection and measurement as well as sub-surface structural deterioration in terms of extent and severity. Bridge engineers can quickly identify those specific areas of the structure requiring additional hands-on investigations and possible further physical testing.

• Numerical Simulations on The Effect of Edge Details on Aerodynamic Characteristics of Long Span Bridge Deck Sections
  Richard Obisanya, Ph.D., Moffatt & Nichol, Long Beach, CA

Current design of Long Span Bridge deck section is highly empirical and dependent on wind tunnel test to validate the static and dynamic aerodynamic properties such as lift, drag and moment coefficients. However, current development in turbulence models, computational fluid dynamics as well as very fast computers is making it possible to obtain the same by numerical analysis. Using a RANS (Reynolds Averaged Navier Stokes) model, the basic aerodynamic properties of the Carquinez Straight Bridge were obtained with good comparison with the wind tunnel test. The mechanics of vortes shedding leading to vibration of the deck are explained.

• Bridge Information Modeling - Benefit and Challenges
  Abdul Rauf, P.E., URS Corporation, Tampa, FL

  Bridge Information Modeling allows conception, design, detailing, and maintenance of bridges in a single model. This model can contain distinct types of information including, geometric (alignment, profile, cross-slope), structural (beam sizes, rebars, plate sizes), lighting and drainage information. At this time, bridge information modeling is in initial conceptual stage. This paper explains what benefits this new modeling technique can provide at the same time what challenges we will face if we make this switch.

• Execution of the Bureau of Indian Affairs Bridge Inspection Program
  David Reser, P.E., Infrastructure Engineers, Inc., Spartanburg, SC

The Department of the Interior, Bureau of Indian Affairs (BIA), supports over 550 recognized tribes. There are approximately 310 reservations throughout the United States, most of which have extensive roadway networks and bridges. There are over 700 bridges currently in the BIA inventory, ranging in complexity from fracture critical trusses to box culverts. Some of the challenges associated with conducting a project with a large geographic region and hundreds of bridge owners are local coordination, logistics, and bridge access at remote sites.

• The Wireless Embedded Data Collector, A New Method Of Dynamic Testing For Driven Pile Foundations
  Donald Robertson, P.E. and Michael Worsham, E.I., Applied Foundation Testing, Green Cove Springs, FL; Michael Muchard, P.E., Applied Foundation Testing, Odessa, FL

Dynamic testing of driven pile foundations was originally developed in the late 1960s and commercialized in the early 1970s. While the methods of analyzing dynamic test data have improved with the advancement of computer technology, the test method and the sensors used to acquire the data have changed little. In 1998, under a research grant provided by the Florida Department of Transportation, Michael Mc Vay, Ph.D. of the University of Florida developed the embedded wireless data collector.

• Elevated Structures - An Elegant Solution to Reduce Urban Congestion
  Jose Rodriguez,  P.E., FIGG, Tallahassee, FL

Elevated structures such as the Selmon Expressway (Tampa, Florida) and AirTrain JFK (New York) have been used to successfully solve vehicular congestion in urban areas.  The Selmon Expressway carries three reversible lanes along five miles of elevated structure, greatly reducing travel times for downtown commuters.  The nine-mile AirTrain JFK Light Rail System provides an economical and convenient travel option to and from the airport with an elevated mass-transit line built within the existing right-of-way.

• Brent Spence Bridge, Cincinnati, Ohio
  Miguel Rosales, AIA, Rosales + Partners, Boston, MA; Ruchu Hsu, P.E. and Matthew Barber, EIT, Parsons Brinckerhoff, New York, NY

The poster will illustrate three potential bridge designs for the Brent Spence Bridge over the Ohio River in Cincinnati, Ohio. The three alternatives include long span bridges with a main span of a minimum of 1000 feet. Distinct characteristics of this major bridge crossing include a double deck configuration, a record breaking width of aproximately 175' and inclusion of two interstates in single bridge: I-71 and I-75.

• Design of Curved Pedestrian Bridges
  Michael Stein, Schlaich Bergermann and Partner LP, New York, NY

Pedestrian bridges are special structures. Distinct from street or railway bridges, they should be both functional and visually interesting. Footbridge designers are often asked to create a contextualized, unique, beautiful structure considering the human scale of the users. It must have its own identity, fashioned from its locale, materials, structural technique and form.

• Renovation of a Suspension Bridge Using An Aluminum Orthotropic Bridge Deck & Its Future Implications
  Kurt Thompson, P.E., Consultant for Sapa Aluminum Extrusions, Inc., Richmond, VA

  The Corbin Bridge; a historical, 300 foot suspension bridge near Huntingdon, PA, was in disrepair in the early 1990's and posted for load at 7 tons. The deck at that time was a lightweight steel and asphalt system and weighed about 45 pounds per square foot. In 1996 the bridge was renovated using an aluminum orthotropic deck system mounted on aluminum stringers. The deck system weighs less than 20 pounds per square foot including its wearing surface. This new aluminum deck on aluminum stringers coupled with strengthening the stiffening truss increased the capacity of the bridge significantly. The bridge is now weight limited at 24 tons.

• Robotic Inspection of Bridges
  Eric Thorkildsen, Greenman-Pedersen, Inc., Albany, NY

Increased costs and access limitations have impacted the ability to inspect bridges.  Robots can be used to supplement such inspections and have been successfully deployed to inspect cables on suspension bridges, climb across overhead signs and up high mast light poles.  Robot technology developed for military applications is being transferred over to civilian use at a rapid rate such as a current project to develop a ‘truss’ climbing robot specifically developed for use on bridges similar to the I35W bridge.

• Failure and Repair of Deck Pours on I 81 in Virginia
  Richard Weyers, Andrei Ramniceanu, and Sean A. Weyers ,Virginia Tech, Blacksburg, VA; Michael Sprinkle and Chris Blevins, VTRC/VDOT, Charlottesville, VA

In April 2009 a 3’ x 3’ section of a closure pour in a reinforced concrete deck on Interstate 81 punched through. The deck was cast in 1992 during a deck replacement project in which each lane and shoulder of the deck was replaced while traffic used the adjacent lane. The center closure pour connected the two new deck placements. An evaluation of the failure revealed that a total of eighteen #5 rebars were sheared to create the hole in the deck. The epoxy coated rebars had sustained considerable section loss due to corrosion caused by water and chlorides leaking through the construction joint. Repair consisted of removing an 8-ft wide section of the deck that spanned between the steel beams along each side of the closure pour over the entire length of the bridge, forming the opening, placing MMFX2 rebars that spanned between the beams, and placing expansive concrete prepared with Type K cement.

• Unusual Criteria for a Cable Stay Bridge
  Tom Whiteman, P.E., Shuangling Shang, P.E., and James Turpin, P.E., David Evans and Associates, Olympia, WA

Design new bridge replacing 1000’ of existing 2500' long, 1925, three lanes, truss and concrete viaduct spanning six railroad lines, wet-lands, historic Native-American grounds, major water, power and sewer lines. Criteria: construct in one year, no to minimal railroad closures, limited BRAC budget, active seismic zone in liquefiable soils, improve substandard railroad vertical clearance by 1', connect horizontal skewed alignment of remaining bridge sections. Solution: Curved, single steel tower, prefabricated, segmental construction, slender cable-stay Bridge.

• Analysis and Conditioning Appraisal of Expansion Joints of Jiangyin Bridge Based on the Data Acquired from Long Term Structural Health Monitoring System
  Yufeng Zhang, Ph.D. and Yu Cheng, Jiangsu Transportation Research Institute, Co. Ltd, Nanjing, Jiangsu, China

The principle and method were developed for analysis and conditioning appraisal of Jiangyin Bridge Expansion Joint by using the data acquired from long term health structural monitoring system. According to this study, the correlation between longitudinal displacement of girder and the temperature thereof was established, and the relationship of cumulative displacement of expansion joint to time was developed as well, besides, the contrast analysis which reflects the effect on expansion-joint-movement-related indexes prior to and post to damper installation at girder ends was performed.

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Please contact Conor McGarvey with any questions by e-mail c.mcgarvey@eswp.com or call 412-261-0710 x 11.

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