“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® and attendees can earn 1 PDH credit.
It is FREE to attend, but registration is required for pdh certification. Multiple viewers on one computer will be required to sign in on the required form distributed at the webinar.
Segmental Concrete/Rail/Transit — REGISTER HERE
Thursday, November 21, 2019 — Noon – 1:00pm EST
IBC 19-56: Design and Construction of a Modern Concrete Segmental Bridge
John Dvorak, P.E., CBI and Ken Heil, P.E., Figg Bridge Engineers, Inc. Englewood, CO
The new Cline Avenue Bridge over the Indiana Harbor and Ship Canal in East Chicago, Indiana is under construction. The previous bridge was closed in 2009 and removed by Indiana DOT due to deficiencies. The new elevated expressway bridge is being accomplished with 100% private funding and will reconnect the 3.5-mile gap of State Road 912 between Calumet and Michigan Avenues. It is part of the state highway system and provides a vital link to important commercial industries and employment centers along the Lake Michigan shoreline. The project consists of constructing a 6,236’ long precast concrete segmental bridge built in the balanced cantilever method, rehabilitating an existing steel bridge, and resurfacing improvements to the approach roadways. The new bridge incorporates a sustainable concrete design to last over 150 years and eco-friendly LED lighting. It is being built with local materials and local labor, providing labor, training and an economic stimulus to the area both during and after construction. The new, modern Cline Avenue Bridge will use non-stop, all-electronic toll collection using the best technology available when it opens to traffic.
IBC 19-59: Design of a Concrete Tied-Arch Bridge for California High-Speed Rail Requirements: Use of Vertical Hangers vs Inclined Hangers
Ebadollah Honarvar, Ph.D., P.E. and Martin Kendall, P.E., Jacobs, New York, NY; Suhail Albhaisi, Ph.D., P.E., Stantec, New York, NY
When use of steel is unfavorable, a concrete tied arch bridge is a feasible and cost-effective structural system to support high-speed rails spanning a relatively long distance over existing features on the ground while providing minimum horizontal and vertical clearance requirements. In this paper, a systematic study was carried out to optimize the structural performance and design of a complex 236 ft long single span concrete tied arch bridge by investigating the effect of hanger configuration on the bridge behavior. Using both inclined hangers (network tied arch) and vertical hangers (Langer configuration), the bridge response was evaluated for static loads in addition to track-structure interaction and seismic requirements specified by the California High-Speed Rail project. As a part of this evaluation, the main structural member sizes, including the reinforced concrete knuckles, posttensioned concrete tie beams, reinforced concrete arches, and steel hangers were refined. A detailed 3D finite-element model of the bridge was developed to complete rail-structure interaction, static, dynamic, seismic, and construction stage analysis, given consideration to geometry, material, and boundary nonlinearities. Generally, the analytical results indicated that the network tied arch alternative is more beneficial than vertical hanger system by reducing the main member sizes, without compromising the structural performance and intended functionality of the bridge. It was also found that the sag effects, and thus the geometry nonlinearity in a network tied arch bridge are negligible due to short length of the hangers. Using the analytical results, design recommendations are also provided to satisfactorily design concrete tied-arch bridges.
Construction, Part I — REGISTER HERE
Thursday, December 19, 2019 — Noon – 1:00pm EST
IBC 19-6: ABC in Florida – A Practical Look into Past, Present, and Future Florida DOT Projects Utilizing ABC Techniques
Matthew Kosar, P.E. and Thomas Andres, P.E. Florida DOT, Tallahassee, FL; Jeffrey Ger, Ph.D., P.E., Federal Highway Administration, Tallahassee, FL
FDOT policies centered around ABC applications and the use of prefabricated bridge element system (PBES) components have primarily been based on practical lessons learned from past and present projects. A few of these key projects will be explored, ending with a discussion of anticipated ABC applications for future bridge projects in Florida.
IBC 19-9: Field Performance and Rating Evaluation of a Modular Press-Brake-Formed Steel Tub Girder with a Steel Sandwich Plate Deck
Karl Barth, Ph.D., Nicole M. Hegele Underwood, and Robert M. Tennant, West Virginia University, Morgantown, WV; Gregory K. Michaelson, Ph.D. Marshall University, Huntington, WV
This paper and presentation are focused on the field performance of a modular press-brake-formed steel tub girder. The modular press-brake-formed girder is a shallow trapezoidal box girder cold formed using press-brakes from standard mill plate widths and thicknesses. A technical working group within the Steel Market Development Institute’s Short Span Steel Bridge Alliance (SSSBA), led by the current authors, was charged with the development of this concept. Research of press-brake-formed steel tub girders has included analyzing the flexural bending capacity using experimental testing and analytical methods. This paper presents the experimental testing procedures and performance of a steel press-brake-formed tub girder bridge with composite steel sandwich plate deck.
Design, Part I — REGISTER HERE
Thursday, January 23, 2020 — Noon – 1:00pm EST
IBC 19-20: Iowa City Gateway: Park Road Bridge
Natalie McCombs, P.E., S.E., and Sarah Larson, P.E., HNTB, Kansas City, MO
Dubuque Street and Park Road are key transportation links providing access to Iowa City’s business district. The Park Road bridge provides a connection from Dubuque Street to the University of Iowa campus and the new Hancher Auditorium. This area has a history of flooding that results in frequent road closures. This project is part of a master plan to address the impacts of regional flooding and provide enhancements to the transportation corridor. Key goals included reducing closures due to flooding, improving user access, and providing a new aesthetic Iowa River crossing at Park Road. The selected structure type consists of a unique three-span, concrete, partial-through tied-arch bridge. This bridge is composed of a continuous post-tensioned tie girder supporting transverse post-tensioned floor beams and a mildly reinforced concrete arch. Design of the aesthetic structure did not come without challenges. The unique framing of the bridge caused some unexpected structural behavior during design. Under thermal loading, the main span contracts causing the main span piers to rotate. The rotation causes the main span to sag and the approach spans to raise in response. This behavior induced significant loads into the framed-in regions of the structure. Several options were evaluated to address this behavior and the corresponding forces. Ultimately, HNTB chose to design the structure to carry the thermal loads by resisting the tension in the slab. HNTB’s innovative solution was to impose a vertical load during erection at the abutments to help counteract these tension forces in the deck.
IBC 19-26: Measurement and Use of Pile Set-Up in Design and Construction of the I-480 Valley View Bridge
Randy Thomas and Charles Winter, P.E., D.GE., Jacobs, Milwaukee, WI; William Banik, Walsh Construction, Crown Point, IN
The I-480 Valley View Bridge project includes the design and construction of a 4150-foot long, 200-foot tall, 15-span, steel girder interstate highway bridge over the Cuyahoga River Valley near Cleveland, Ohio. The project is being delivered by the Walsh Design-Build Team for the Ohio Department of Transportation, with Walsh Construction as the general contractor, and Jacobs (formerly CH2M) as the lead designer. Driven pile foundations are an important component of the project and are being used to support 11 hammerhead piers overlying fine-grained soils. The design seeks to exploit significant pile set-up, an increase in pile capacity with time, that is characteristic of the site. A pile test program was conducted during the design phase to quantify pile set-up and enable the optimization of pile designs. The test program involved installing 24 test (indicator) piles and conducting three static compressive load tests. Piles were subjected to short-term restrikes and long-term restrikes past 30 days. Analysis of dynamic data for end-of-drive and restrike events provided a measurement of set-up throughout the site. Internal strain gages installed in the statically loaded piles provided additional calibration of the dynamic data. The incorporation of set-up in the foundation design allowed for increased factored resistances, shorter drive lengths, and fewer piles. Depth-variable driving criteria were developed and used for production driving. The paper and presentation will highlight test pile program methodology, incorporation of data into project design, and use of depth-variable driving criteria in production.
Iconic New Bridges — REGISTER HERE
Thursday, February 20, 2020– Noon – 1:00pm EST
IBC 19-53: Creation of an Elegant and Iconic New Frederick Douglass Memorial Bridge
Kenneth V. Butler, P.E., AECOM, Glen Allen, VA; Delmar D. Lytle and Richard W. Kenney, District DOT, Washington, DC; Eric Hayes, South Capitol Bridgebuilders, Washington, DC
The existing Frederick Douglass Memorial Bridge, one of the District’s busiest commuter gateways, is 70-years old and past its service life. South Capitol Street was a primary corridor in Major Pierre L’Enfant’s 1791 Plan of the City of Washington, which developed South, East and North Capitol streets to extend directly from the U.S. Capitol, and become prominent gateways to the Monumental Core. Underscoring this historic plan, DDOT and the Design Build team were tasked with creating a new bridge design that would last 100-years and transform South Capitol Street into a prominent gateway. The new bridge crossing the Anacostia River uses the ancient structural form of an arch, and marries it to modern technology. In addition to aesthetic challenges, the project includes technical complexities as well. Unlike conventional arch bridges, the three-arch system is designed to allow the superstructure to freely move through the arches with expansion joints only at the beginning and end of the structure. The bridge expands and contracts through the arches, similar to a glider chair. The unusual variable depth “kite” shape of the arch, unbraced parallel arches and internal splice connection details (needed for aesthetics) all added challenges to both design and erection. The design and construction had to consider all of the environmental site constraints as well as creating a signature bridge that the National Capital Planning Commission, US Historic Preservation Office and the US Commission of Fine arts would embrace. The paper will present the major objectives of the project and progress of construction.
IBC 19-54: Design and Erection Analysis of the New Frederick Douglass Memorial Bridge
Nathan M. Porter, P.E. and Eric T. Nelson, AECOM, Glen Allen, VA
This presentation will focus on the technical aspects of designing a signature arch bridge. The 540-feet long multiple arch spans have many challenges technically including: stability of parallel unbraced
arches; geometric control of variable depth hexagonal arches 7 to 14 feet deep; thermal movement of 3 sequential arches; critical steel arch base connections into post-tensioned concrete v-piers; use of cable-stay technology to support the superstructure including accommodation of rotation and translation; 1800-ton capacity steel pipe piles; complex substructure shapes and water line footings; and impact avoidance of critical utilities including a 108-inch diameter force main. The presentation will discuss the design approach and methodology as well as the role of the bridge architect versus the designer and contractor. Additionally, the erection of the structure will be discussed in light of loads and stresses imparted on the structure during construction. Wind tunnel testing; technical provision security requirements; scour analyses; and a 100-year corrosion protection plan will be highlighted.