‘Best of’ IBC Webinar Series
The Best of IBC Webinar Series is a great way to preview the high-quality technical content presented at the International Bridge Conference®.
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Virtual webinars are FREE to attend, but registration is required for pdh certification.
Webinar Time: 12:00 Noon – 1:00 PM
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December 17, 2025
Demolition
IBC 25-02: Demolition of the I64 Truss over the Kanawha River using Strand Jacking and Balanced Cantilever Demolition
Peter Quinn, Tunstall Engineering Group, Chester Springs, PA; Shawn Tunstall, P.E., Tunstall Engineering Group, Cranberry Township, PA; Jarid Antonio, P.E., Tunstall Engineering Group, Cranberry Township, PA; Jeff Slezak, Trumbull Corporation, Pittsburgh, PA; Thomas Hesmond, Brayman Construction Corporation, Saxonburg, PA
The Nitro River Bridge consisted of a 3-span through truss (375’, 562.5’, 375’) including a 250’ pin and hanger drop-in section in span 2. The CL Truss to CL Truss width dimension was 70’-6” and carried both EB and WB traffic. In general, demolition was accomplished by slabbing the bridge, removing stringers, strand jacking the 250’ drop-in section down onto barges, and cutting/picking pieces of the remaining truss while supported by falsework towers. Another unique aspect of the demolition was demolishing a 320’ section of truss over the pier by utilizing a ‘balanced cantilever’ approach which involved designing pier brackets to keep the structure stable while removing truss sections from the cantilever ends. All of these steps required analysis of the truss and falsework to ensure adequate strength and stability, as well as consideration for barge and crane stability. Staged analysis was utilized to estimate the existing truss forces, and preloading applied to minimize the existing member forces prior to cutting steel members. This paper will discuss the truss demolition, including the strand jacking and balanced cantilever components.
IBC 25-03: Buck O’Neil Bridge Demolition
John Boschert, and Zach Bardot, Genesis Structures, Kansas City, MO; Kevin Deye, Massman Construction Co., Overland Park, KS
The Buck O’Neil Bridge over the Missouri River in Kansas City consisted of multiple bridge types. The main river unit consisted of three signature tied arch spans that were removed using explosives. The northern end of the northern arch was positioned above a levee wall that was to remain undamaged. A falsework tower was constructed to support the arch structure to remain and the arch was strengthened to resist demands experienced during the explosive event.
January 14, 2026
Suspension Bridges
IBC 25-05: Constructing the Benjamin Franklin Bridge’s Dehumidification System
Joshua Pudleiner, AECOM, Philadelphia, PA; Elisabeth Klawunn, P.E., Delaware River Port Authority, Camden, NJ; Tyler Pritz, P.E., AECOM, Philadelphia, PA; Elizabeth Lucchesi, AECOM, Conshohocken, PA
The Benjamin Franklin Bridge opened to traffic on July 1, 1926, and was the longest suspension bridge in the world with a main span of 1,750 until the opening of the Ambassador Bridge in 1929. The bridge carries Interstate 676/US Route 30 over the Delaware River, connecting the cities of Philadelphia, Pennsylvania and Camden, New Jersey and is owned and operated by the Delaware River Port Authority (DRPA), a bi-state agency.
Following a main cable internal inspection in 2016, the DRPA decided to install a cable dehumidification system on the bridge to prevent corrosion from occurring in the high-strength steel cable wires. In late 2019, a five-part $195 million rehabilitation project began where Part 1 included main cable and anchorage dehumidification, cable band bolt replacement, and acoustic monitoring installation. Parts 2-5 consisted of steel repairs, painting, decorative lighting, and walkway widening/rehabilitation.
Cable dehumidification is a complex blend of structural, mechanical, electrical and controls engineering. It involves the injection of dry air into the cable microenvironment to remove water and sustain relative humidity below a critical threshold where corrosion practically ceases. To date, the Benjamin Franklin Bridge is the fifth bridge in the U.S. and first known previously oiled cable to have had a cable dehumidification system installed.
The project is anticipated to reach substantial completion on schedule in early 2025. The paper will present the project work including best practices to guide bridge owners who are considering the installation of cable dehumidification systems.
IBC 25-06: A Case Study on the Replacement of OSPD Deck Panels on an Existing Suspension Bridge
Dillon Betts, Ph.D., P.E., P.Eng., COWI North America, Halifax, Nova Scotia, Canada; Jorge Perez Armino, COWI North America, Halifax, Nova Scotia, Canada; Aaron Ferguson, COWI North America, Halifax, Nova Scotia, Canada
The A. Murray MacKay Suspension Bridge opened to traffic in 1970 and carries four lanes of traffic over the Halifax Harbour between Dartmouth and Halifax. The suspended structure of the bridge is approximately 740 meters in length and deck system comprises longitudinal stiffening trusses, transverse floor trusses and an orthotropic steel plate deck (OSPD). The OSPD consists of approximately 231 panels which are spliced together with hundreds of thousands of bolts. Each OSPD panel is approximately 9.6 m long and 5.5 m wide.
Recently, the OSPD panels have been shown to be susceptible to fatigue and some panels have experienced fatigue cracking. To address these fatigue concerns, the owner mandated that spare replacement panels be designed and fabricated. Though the exact dimensions of the existing panels vary along the bridge, the panels were designed and detailed the OSPD replacement panels as modular such that they could be used to replace the majority of the existing panels on the bridge. Additionally, HHB decided to move forward with the replacement of two panels on the bridge. Each panel replacement was completed successfully in single weekend bridge closures to mitigate the effect on local commuters.
In this paper, the replacement of two existing OSPD replacement panels is presented including the overall panel design approach, the development of the erection procedures and the structural analysis of the bridge during erection.
February 11, 2026
Bridge Inspection and Evaluation
IBC 25-15: Suicide Deterrents Save Lives
David Konz and Hilda Hilferding, AtkinsRéalis, Tampa, FL
The iconic Sunshine Skyway Bridge in Florida was rated #4 as the most frequent location in the United States for bridge jumping suicides, averaging 14.2 suicides each year from 2015-2019. Since installation of a suicide deterrent in early 2021, the annual fatality rate dropped to 0.8 confirmed suicides on average: indicating a dramatic improvement on this tragic statistic. After global research of similar solutions, design progression, full-scale mock-up, and installation, the new suicide deterrent is estimated to have saved 67 lives to date. An incredible success story for engineering!
IBC 25-18: Portage Bay – A segmental bridge built in an active landslide
Bradford Shaffer, P.E., S.E., AECOM, Seattle, WA; Keith Lee, P.E., AECOM, Sacramento, CA; Bryce Binner, P.E., AECOM, Denver, CO; Drew Miller, P.E., AECOM, Tampa, FL, Rasha Jasim, P.E., AECOM, Seattle, WA
The Portage Bay bridges are nearly twin viaducts set to replace the existing seismically vulnerable Portage Bay Bridge. The two structures each are built at 5 piers by semi-balanced cantilever cast-in-place segmental construction, for a total of 12 spans and a bifurcated off-ramp structure on the south bridge. The bridges are stipulated to be reviewed and approved architecturally by the Seattle Design Commission for the aesthetics in a high profile location on Portage Bay, right adjacent to the University of Washington Alaska Airlines Husky Football Stadium. The bridges are stipulated as seismic Recovery Level Bridges per WSDOT, similar to AASHTO’s Critical Bridge definition. Both bridge have their first 3 piers placed directly in an active landslide, which requires additional protection of the piers from the landslide flow. The bridges are part of a total project involving 3 interurban trail bridges connecting the regional trails, of which are carried on the south Portage Bay Bridge. A lid structure adorns the western approach of the bridges with spectacular views of Lake Washinton, the Cascade Mountains and the Olympic Mountains.
April 15, 2026
Bridge Construction
IBC 25-35: Construction of the Hawk Falls Deck Arch
Josh Crain, P.E., S.E., Genesis Structures, Kansas City, MO; Jarred Musser, Trumbull Corporation, Pittsburgh, PA; Nick Graczyk, Trumbull Corporation, Pittsburgh, PA; Dave Rogowski, Genesis Structures, Kansas City, MO
This paper examines the inherent challenges faced during the erection of the 480-foot Hawk Falls Deck Arch Bridge. The decision-making process surrounding the use of falsework towers versus tie-back systems is explored in detail, highlighting the trade-offs in terms of stability and construction efficiency. The paper highlights the unique challenges and complexities posed by the three variable camber arches, which required careful consideration for fit-up during erection.
IBC 25-37: Launched Construction of Simple-Span Structures for the Laredo-to-Nuevo Laredo Railroad Bridge over Rio Grande River
Ben Pendergrass, Ph.D., P.E., Genesis Structures, Kansas City, MO; Matthew Struemph, OCCI, Fulton, MO; Aaron Bedsworth, OCCI, Fulton, MO
This paper details the construction of six plate girder spans of a railroad bridge over the Rio Grande River, connecting Laredo, Texas to Nuevo Laredo, Mexico. The spans were erected directly north of the project site on temporary falsework. One-by-one, the spans were transported onto a temporary trestle bridge positioned to the east of the final alignment using SPMTs. Each span was then transversely slid into the final alignment orientation using a hydraulic sliding system and slide beams. The spans were then sequentially launched longitudinally south along the alignment using a strand jacking system, temporary launch bents, and a roller system. Once a span was launched beyond the transverse sliding area, the following span was then transversely slid into alignment and longitudinally pinned to the previous span. The pinned spans were then progressively launched in series until reaching their final position. The pinning of the spans allowed for longitudinal launching of the simple-span structures over a total of 800-ft. Vertical jacking was then utilized to position each span onto the permanent bearings. Final placement of the spans on their bearings was successfully completed in August of 2024.