Monday, June 10, 2019
Time: 2:00 – 5:00 PM
Session Chair: Rachel Stiffler, Vector Corrosion Technologies, Inc., Canonsburg, PA
Room: Woodrow Wilson A
The proprietary session will consist of 5 presentations. Discussions will center on the following topics:
- State of the art wind engineering and dynamic loading
- Nondestructive testing of high load multirotational bearings and insight into issues encountered while testing
- Information modeling for bridges including data exchanges and 3D bridge design.
- Case studies due to scour failure and prevention of future failures
- Incremental launching method for segmental concrete bridges citing overseas case study.
IBC 19-1: Automated Reinforcement of Bridges Under a BIM Perspective
Alexander Mabrich, Bentley Systems, Sunrise, FL
As a BIM workflow is embraced and software is used for the design and analysis of the bridge structure, project delivery slows down as the reinforcement detailing is mostly a manual drafting process. Usually the process of plans production and 3D modeling generation is not connected resulting in repetitive work with the consequence of losing productivity. The lack of automated 3D software solutions and experienced professional in the upcoming BIM workflow and 3D representation of our structures contribute to the fact that organizations still resort to manual process for detailing. The purpose of this paper is to analyze the advantages of using 3D models for rebar bridge detailing and the challenges it presents to organizations the implementation of this new workflow into their bridge projects.
IBC 19-2: Incremental Launching Method for Cayirköy Bridges
Francois Pissot, Giulio Maria Scotto, and Julien Erdogan, Freyssinet, Rueil Malmaison, Veuillez Sélectionner, France
Çayirköy viaduct is part of the Northern Marmara motorway, an alternative road to link the western part of the country to Istanbul via the 3rd Bosporus Bridge. The 750m long viaduct, made of two carriageways, cross a valley at more than 60m high. This paper gives an overview of the construction methods of this viaduct and focuses on its specificities. The major ones are earthquake loads to be considered during construction and the launching downhill with a – 2.8% slope. The incremental launching method (ILM) has been completely rethought to be adapted to this viaduct. A system has been designed to block the deck during stop phases against earthquakes, but also to brake it during launching phases. Temporary structures associate to ILM will also be described in this paper, as one of the challenges was to adapt equipment from previous projects.
IBC 19-3: Withdrawn
IBC 19-4: Case Studies of Bridge Failure due to Scour and Prevention of Future Failures
Roger Simpson, Ph.D. and Gwibo Byun, Ph.D., AUR, Inc., Blacksburg, VA
For US bridges over water, 70% are NOT designed to withstand scour, 21000 are currently “scour critical”, and 80% of bridge failures are due to scour, often during floods and peak flow events which are becoming more common with climate change (Flint et al., 2017). Lin et al. (2013) examined 36 bridge failures due to scour in terms of structural, hydraulic, and geotechnical conditions. Local scour, channel migration scour, and contraction scour were responsible for 78% of failures. Sadly, many lives were lost during these failures. ALL bridge scour failures are produced by large-scale scouring vortices formed at piers and abutments that bring high velocity water down to the river bed. Since the scouring forces on the bed material vary with the SQUARE of the local velocity, it is clear that the best scour countermeasure is to Prevent the scouring vortices. The purpose of this paper is to show that scouring-vortex- preventing designs would have prevented ALL of the bridge scour failures and will prevent future failures at all flow speeds. Designs for various types of piers, footings, abutments, angles of attack, river swirl, and bed conditions have been tested at model scale and some at full scale and show no scouring vortices. Computational fluid dynamic studies show that no scouring vortices are produced. Other advantages of these designs are: much lower present value of all costs, lower river levels and flow blockage, lower possibility for debris and ice buildup, and greater protection of piers and abutments against impact loads.
IBC 19-5: Non-Destructive Testing on High Load Multirotational Bearings
Ronald Watson, R.J. Watson, Inc., Alden, NY
High Load Multirotational Bearings (HLMRB) provide the critical function of transmitting loads, rotations and movements from the superstructure of a bridge to its substructure without any damage. Most of the owner specifications call for lot testing of these bearings which typically include friction, vertical load, horizontal load and rotation verification. In addition, many states are now requiring long term deterioration rotation testing which can be a long and arduous process. This paper will present the state of the art in non-destructive bearing testing and illustrate the issues surrounding testing of bearings that can be as large as ten feet square and weigh over 20 tons. Some of the facilities that perform these tests will also be highlighted.
IBC POS 19-06: Using Tablets for bridge inspection to save time and improve efficiency
Hooman Parvardeh, Bridge Intelligence, LLC, North Brunswick, NJ
In the United States, there are more than 54,000 structurally deficient bridges which amount to 9% of the total bridge inventory. This is primarily due to lack of funding.
To better manage their bridges, owners need good quality inspection data. FHWA mandates bridge owners to visually inspect their bridges every two years. Visual inspection is based on the NBI and Element level inspection.
Currently, visual inspection is primarily carried out using pen, paper, and camera in the field. Once the inspection is done, inspectors manually enter the data into Bridge Management System (BMS) back in office.
This process is time consuming and inefficient. It’s easy for inspectors to make mistake while taking notes in the field or when they manually enter the data into BMS. Furthermore, carrying inspection manuals in the field and taking photos using a camera and keeping a separate photolog is very inefficient. Because of these inefficiencies, inspectors waste 1-4 hours for an average bridge with 2-3 spans. inspectX is a tablet-based solution which solves these issues by enabling inspectors to replace pen, camera, inspection manuals, and paper forms with a tablet. Additionally, inspectX is integrated with AASHTO BrM to remove the need for manual data entry back in office.
The poster demonstrates the current practice of bridge inspection and explains how using inspectX, state DOTs save lots of time and money, as well as improve the quality of their inspection data and how this leads to better bridge management.
IBC POS 19-10: Construction Advisory Services for Special Bridges
Dilara Akdoganulut, BridgeWiz, Ankara, Orta Anadolu
Bridge construction requires an independent advisory team that will monitor the safety of the construction and compliance with design. The advisory team usually models the construction stages, coordinates the construction stages with the field and provides solutions for construction mistakes. During the field visits advisory team can change the construction practice to minimize problems.
Detecting and solving problems usually done in a short period of time, for this reason BridgeWiz have developed online calculators to use in field.
In judgement of expert sometimes online calculators can be helpful to support the solution. Such calculators are Elongation on Strand Tendons, Concrete I Girder Geometry, Steel Wide Flange Girder Geometry, Load Bearing Capacity of Piles and Axial Load Distribution on Pile Group. All this online calculators are available for professional engineering use.
Featured State Session
Time: 2:00 – 5:30 PM
Room: Cherry Blossom
Chair: Mark Gaines, Washington State DOT, Olympia, WA
From Fish Passages to Floating Bridges, the structures owned and maintained by the State of Washington are as diverse as the State itself. Our unique inventory includes over 3000 bridge structures, Ferry terminal structures, and a tunnel running beneath downtown Seattle. We are proud to be on the cutting edge of technology that aids in Accelerated Bridge Construction as well as resiliency during a seismic event. Structures “reign” in Washington State.
WSDOT Fish Passage Program
Richard Zeldenrust, P.E., S.E., Washington State DOT, Olympia, WA
Washington State is fortunate to have an inland sea and a substantial stream system, with historically large wild salmon populations. Over 100 years of construction on the State Highway System has created fish passage barriers on many of these streams. This presentation will describe the WSDOT Fish Passage Program, and how WSDOT is helping to restore the salmon populations by actively eliminating these barriers from our streams and rivers.
Washington State’s Floating Bridges
Nicholas T. Rodda, P.E., S.E., Washington State DOT, Olympia, WA
Washington State has been a leader in floating bridge design and construction for nearly 80 years. Our first floating bridge opened in 1940 and since that time our inventory has grown to four. This presentation will cover a brief history of our floating bridges, some of the challenges we have encountered over the years, an overview of some of our latest floating bridge projects and a look at some of our upcoming work.
Innovations in WSDOT Bridge Design and Accelerated Bridge Construction
Bijan Khaleghi, P.E., S.E., Washington State DOT, Olympia, WA
This presentation focuses on recent WSDOT innovations including: 1) The use of super-elastic shape memory alloy and flexible concrete in bridge columns for improved seismic resiliency. 2) The use of Concrete-filled steel tubes in bridge columns and deep foundations. 3) The use of UHPC for connection of newly developed wide flange precast deck girders to accelerate bridge construction and improve long-term performance. 4) Innovations in bridge design and construction meeting the post-earthquake functionality requirements.
WSDOT Bridge Asset Management – lessons learned
DeWayne Wilson, P.E., Washington State DOT, Olympia, WA
This presentation will provide an overview of WSDOT’s Bridge Asset Management 10 year plan and provide some examples of lessons learned. WSDOT has a unique inventory of 3,322 bridges that connect roads over a diverse terrain and climates from the Pacific Ocean in the west thru the Cascade Mountains to the farmlands and rolling hills in the east. The WSDOT bridge network contains a variety of bridge types including floating bridges, Movable bridges, Steel Trusses, Reinforced / Prestress and Postensioned Concrete and timber bridges.
Seismic Risk Analysis of Ferry Terminal Assets
Jeri Bernstein, P.E., S.E., Washington State DOT, Olympia, WA
Washington State Ferries is the largest ferry system in the United States and is part of the Washington State Highway system. The Washington State Ferries system is located within a region of faults with high potential for seismic activity. As a result, the seismic risk aspect is highly influential in the planning and prioritization of bridge structure replacement projects. This presentation will explain how seismic risk for the terminal assets are determined.
Digging Deeper into the Alaskan Way Viaduct Replacement Program
Tim Moore, P.E., SE, Washington State DOT, Olympia, WA
The State Route 99 Alaskan Way Viaduct, an elevated concrete structure built in the 1950s and vulnerable to earthquakes, is being replaced with a 1.7-mile tunnel running beneath downtown Seattle. This presentation will focus on the design and construction of the major structural components of the Project and the world’s largest Tunnel Boring Machine at the time of construction.
W-1: Practical Approaches and Tools for the Design of Steel Bridges
Time: 2:00 – 6:00 PM
Room: Magnolia 1
This Workshop will address various aspects of steel bridge design and demonstrate practical approaches that incorporate current specifications and industry trends. The workshop will include presentations covering key concepts and steel bridge design theory, as well as hands-on participant exercises and calculation examples. Emphasis will be placed on recent developments in the AASHTO code related to steel bridge design, and participants will obtain valuable examples and instruction on how to approach key elements of steel design.
Speakers: John Dietrick, P.E., S.E., Michael Baker International, Cleveland, OH; Frank Russo, Ph.D., P.E., Michael Baker International, Philadelphia, PA; Brandon Chavel, Ph.D., P.E., National Steel Bridge Alliance (NSBA), Cleveland, OH
W-2: New Design Standards and Worldwide Innovative Applications Using FRP Composites to Build Bridges
Time: 2:00 – 6:00 PM
Room: Magnolia 2
This workshop is intended to capture significant FRP composites initiatives on a global scale. We will cover two recently published design guidelines – the new AASHTO LRFD for GFRP reinforced concrete and UK European bridge design specification. Presentations will also cover recent MODOT testing and approval of innovative bridge systems that meets AASHTO requirements, 15+year durability performance study of FRP rebar, and worldwide examples of bridge installations used in both new and retrofit construction from the US, Europe, Canada, and Australia.
Speaker: John Busel, F.ACI, American Composites Manufacturers Association, Arlington, VA
International Attendees Welcome Reception
Time: 5:00 – 6:00 PM
Room: Prince George Exhibit Hall E
Please join us for a special “hello” from members of the IBC Executive Committee…open to all international guests!