Monday, July 14, 2025
Keynote Session
Time: 8:00 – 10:00 AM
Featured State Session
Time: 10:30 AM – 12:00 Noon
Details coming soon!
Demolition Session
Time: 10:30 AM – 12:00 Noon
IBC 25-01: Demolition 101: An Introductory Guide to the Bridge Removal Process
Jacob Behnke, Collins Engineers, Inc., Chicago, IL; Jacob Dolas, Collins Engineers, Inc, Chicago, IL; Michael Haas, Collins Engineers, Inc., Chicago, Illinois
Throughout the years, Collins Engineers, Inc. has been involved with numerous complex controlled bridge demolition projects. This paper will serve to provide the international bridge engineering community with a practical guide to bridge demolition, conveying common techniques and lessons learned. The process of developing a typical demolition procedure including selecting the appropriate methods of demolition, consideration and analysis of critical limit states specific to demolition, and common challenges faced (along with their solutions) will be discussed. These discussions will be supported using case studies which will highlight the crucial and recurring concepts involving bridge demolition. The paper will also provide a list of frequently utilized reference material for further study and discuss best practices for client communication, providing a comprehensive guide to safe and efficient bridge demolition projects.
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, Tunstall Engineering Group, Cranberry Township, PA; Jarid Antonio, 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
Steve Eads Jr., P.E., Genesis Structures, Kansas City, MO; Zach Bardot, Genesis Structures, Kansas City, MO; Kevin Deye, Massman Construction Co., Overland Park, KS
The Buck O’Neil Bridge carries US Highway 169 over the Missouri River in downtown Kansas City, MO. This signature bridge has been a prominent structure in the downtown Kansas City skyline since its construction in the 1950’s. The bridge required replacement due to various structural deficiencies, but the bridge replacement was also intended to improve traffic flow into and out of the city.
The Buck O’Neil bridge was composed of multiple bridge units. There were three approach units to the south of the main river span unit and there was one approach unit to the north. The south approach unit included a non-typical through plate girder span consisting of two non-redundant girders being braced by the cast in place deck.
The main river unit consisted of three unique signature tied arch spans with span lengths varying from 450’ to 540’. Following deck removal, each of the three arch spans were removed using explosives. The arch truss structure required preparation by removing portions of the cross section at each blast location to properly receive the explosive charges.
The northern end of the northern arch was positioned directly above a Core of Engineers levee wall that rans along the north shore of the Missouri River. This levee wall was to remain undamaged following the bridge demolition. A temporary falsework tower was constructed to support the arch structure to remain following the explosive blast and the arch was strengthened to resist the anticipated demands experienced during and following the explosive event.