Engineers' Society of Western Pennsylvania

Location

337 Fourth Avenue
Pittsburgh, PA 15222

Phone: (412) 261-0710 Email: eswp@eswp.com Get Directions

Monday, June 5, 2017

Technical Sessions

Skewed Bridges

Monday, June 5; 8:00—10:00 a.m.
Room: Baltimore 3/4/5

IBC 17-1: Effective Cross-Frame Distribution for Straight Steel I-Girder Bridges with Skewed Supports
Telmo Andres Sanchez, ADSTREN Cia. Ltda., Quito, Ecuador; Cagri Ozgur, HDR Engineering, Albany, NY

The primary function of cross-frames in straight steel I-girder bridges is connecting girders to obtain a stable structural system. During steel erection and deck pour, cross-frames work as lateral supports that stabilize the I-girders and prevent them from lateral-torsional buckling. In addition, in bridges with skewed supports, cross-frames provide a transverse load path, where internal forces are developed and transferred to the girders. These collateral and undesired forces may affect the performance of the overall structure both during construction and in service. This presentation shows different cross-frame patterns and configurations that may be used for the design of skewed steel I-girder bridges that do not affect the primary functions of these elements, while reducing undesired collateral effects.

IBC 17-2: Unique Field Inspection Findings at Sharply Skewed Steel Bridges
Rama Krishnagiri, Rishindran Tharmarajah, Michael Morales NHI, CBI and Walter Jucal, Parsons Brinckerhoff, Lawrenceville, NJ; Mula Reddy, NJ Department of Transportation, Ewing, NJ

Our presentation of field inspection findings discusses sharply skewed steel bridges, and curved bridge decks with skewed supports and/or flared straight steel girders. Steel details, bearing types, support skew, framing details, and girder layout affect the main members and bearings. Special attention is required, particularly at older, horizontally curved decks on steel girders – straight, parallel or flared with staggered cross frames, and rocker type/pinned bearings, as they may be vulnerable to cracking and unseated bearings.

IBC 17-3: Replacing the Mann Ave. Bridge: Innovative Design For a High Skewed Rigid Frame Bridge Using Composite Precast Prestressed Concrete Box Girders On Secant Caisson Walls
Maged William Ibrahim, Seyyed Nima Mahmoudi and Shelley Huang, P.Eng., WSP- MMM Group, Thornhill, ON, Canada.

The main goal of this project is to replace an existing single-span, skewed overpass to accommodate Ottawa Light Rail Transit loads. A number of geometrical and construction constraints had to be addressed by the new design. The main challenges included dealing with high skew, vertical clearance, aggressive design and construction schedule, and access limitations. The structure consists of secant caisson wall abutments forming rigid frame action with precast prestressed concrete box girders.

IBC 17-4: Design Case Study of a Highly-Skewed Steel Plate Girder Bridge: What Level of Analysis is Required?
Daniel Baxter and Alexandra Willoughby, P.E., Michael Baker International, Minneapolis, MN

Bridge 27W02 will be a highly-skewed steel plate girder bridge over I-35W. Preliminary design was performed using line girder analysis (LGA), while final design of the girders and cross frames was undertaken using 3D finite element modeling (FEM), with flanges modeled as beam elements and webs as shell elements. By comparing the results, this paper will show which aspects of design are satisfactory using LGA, and which require the additional complexity of 3D FEM.

Liberty Bridge

Monday, June 5; 8:00—10:00 a.m.
Room: Annapolis 1/2/3

IBC 17-5: Emergency Repair of Fire Damage to Liberty Bridge Truss in Pittsburgh
Jonathan Moses, P.E. and Louis Ruzzi, P.E., PennDOT District 11,  Bridgeville, PA.

On September 2, 2016 a fire ignited on the Liberty Bridge in Pittsburgh, PA. The bridge was undergoing a two-year, $80 million rehab when sparks ignited piping and tarps that were on the paint containment system. As a result, a bottom chord member buckled due to the intense heat and sustained dead load. Department, contractor, and consultant personnel worked around the clock to develop and implement a repair to reopen the bridge to traffic in 24 days. This paper gives an overall view of the incident, PennDOT’s response and incident management.

IBC 17-6: Liberty Bridge Fire & Emergency: Initial Response and Monitoring Plan
Nick Burdette, P.E., Roger Eaton, P.E. and Nick Cervo, P.E., HDR Engineering, Inc., Pittsburgh, PA

As the designer for the rehabilitation work, HDR worked with PennDOT District 11 and several other consultants and universities to orchestrate an emergency repair of the truss. This repair required jacking the damaged bridge chord axially, laterally, and locally. This presentation will focus on the initial damage assessment, initial 3D modeling of the fire-damaged spans, development of the jacking frame concept, and development of the bridge monitoring plan used during jacking.

IBC 17-7: Liberty Bridge Emergency Jacking Frame Design for Repair of Fire-Damaged Member
Jarid Antonio, Ryan Jenkins and Ahmad Ahmadi, SAI Consulting Engineers, Pittsburgh, PA

Fire caused significant damage and displacement to the west truss bottom chord and gusset plates of the Liberty Bridge, a 775’ 3-span deck truss in downtown Pittsburgh carrying 55,000 vehicles per day, resulting in immediate closure for collapse concerns. That night, SAI began designing jacking and lateral bracing systems to bypass the damaged chord, facilitate new load path, relieve east truss of overload forces from displacement to reopen Liberty Bridge, and accommodate west truss final repairs.

IBC 17-8: The Liberty Bridge Fire – Global Behavior
Thomas Murphy, Andrew Adams, Christopher Smith and Nohemy Galindez, Modjeski and Masters, Inc., Mechanicsburg, PA

As part of the emergency response, a global 3D analysis of the Liberty Bridge was performed to evaluate the capacity of the bridge after fire damaged a bottom compression chord member. The analysis results were combined with calculated capacities and field measurements of strain and displacement to produce real-time ratings of the main trusses during jacking. Based on the results, the bridge was reopened to traffic following jacking operations.

Inspection/Analysis

Monday, June 5; 8:00—10:00 a.m.
Room: Woodrow A

IBC 17-9: Thermal Integrity Profiling for Drilled Shafts
Matthew Silveston, Terracon Consultants, Inc, North Charleston, SC

Thermal Integrity Profiling is an emerging technology that is being rapidly adopted by owners across the US to assess the quality of drilled shaft construction. The presentation provides an explanation of the theory as well as several examples that will allow the audience an opportunity to understand the new benefits the test provides as well as its limitations.

IBC 17-10: A 21st Century Retrofit for a 20th Century Bridge: Design of the Winona Bridge Retrofit using Nonlinear Finite Element Analysis
Daniel Baxter and Krista Stippelmans, EIT, Michael Baker International, Minneapolis, MN

This presentation describes the retrofit and analysis of the Winona Bridge, a 1940s-era historic through truss spanning the Mississippi River. The retrofit will allow the bridge to carry today’s heaviest permit loads with internal redundancy while preserving the structure’s historic character. To maintain appearance, many members are retrofit with high-strength bars concealed within existing steel sections. This required complex nonlinear finite element analysis to establish that the high-strength bars perform as intended with existing steel.

IBC 17-11: 2017 Biennial Inspections of the Fort McHenry and Baltimore Harbor Tunnels for the Maryland Transportation District (MDTA)
David Lynch, P.E., M.ASCE and Jordan Lair, P.E., AECOM, Baltimore, MD; Tekeste Amare, P.E., Maryland Transportation Authority, Baltimore, MD

The implementation of the NTIS brings the operation, maintenance, inspection, and evaluation of tunnels up to the level of bridges and in line with the requirements of MAP-21. This paper discusses the technical, practical, and strategic aspects of tunnel inspections. The perspectives of the inspection team and the tunnel owner are considered and presented to impart a working understanding of the process, purpose, and goals of the NTIS for application at other tunnel facilities.

IBC 17-12: Application of Lean Philosophy in Bridge Inspection
Emal Masoud, Abigail Clarke-Sather, Ph.D. and Jennifer Rightman McConnell, Ph.D., University of Delaware, Newark, DE

This work applies Lean philosophy, originating from manufacturing, to improve the efficiency of bridge inspections. Lean maximizes time on activities that add value to the final output and reduces losses identified as waste. A time log of activities from 22 bridge inspections was collected. Activities include review of documents, mobilization of equipment and personnel to the site, visual inspection, demobilization, and reporting. Findings suggest that reporting often takes more time than visual inspection of bridges.

Special Topics – Pedestrian Bridges & Tunnel Inspection

Monday, June 5; 8:00—10:00 a.m.
Room: Woodrow B/C/D

IBC 17-13: Design and Construction of the Terwillegar Park Stressed Ribbon Footbridge
Reed Ellis, Ph.D., P. Eng. and David MacLaggan, Stantec Inc., Edmonton, AB, Canada; Jason Reske, M.Eng., P.Eng., City of Edmonton, Edmonton, AB, Canada.

In October 2016, the longest and first multi-span stressed ribbon bridge in Canada was opened to the public in Edmonton, Alberta. Although stressed ribbon bridges are relatively common in Europe, they are not as common in North America. Stressed ribbon bridges can be described as precast concrete structures that are erected segmentally on cables and post-tensioned to achieve a continuous, slender, prestressed concrete structure. The design and construction process is described together with lessons learned.

IBC 17-14: The Francis “Fanny” Appleton Pedestrian Bridge: Maintaining Aesthetics While Improving Pedestrian Comfort
Marian Barth, P.E. and William Goulet, STV Incorporated, Boston, MA

Francis “Fanny” Appleton, wife of Henry Wadsworth Longfellow, will be memorialized with a 750-foot-long “ribbonlike” pedestrian bridge structure. The 222-foot main span is an arched Vierendeel truss. Approach spans are curved tub girders supported by Wye-shaped piers. The design mitigates pedestrian induced vibrations without the use of tuned mass dampers while still meeting the architect’s intent. Each element was evaluated for its strength and stiffness in contributing to vibration performance.

IBC 17-15: Construction and Monitoring of the Innovation Bridge
Guillermo Claure, Ph.D., Antonio Nanni and Francisco De Caso y Basalo, University of Miami, Miami, FL

Climate change and maintenance costs demand sustainable construction practices. To demonstrate commitment to sustainability through innovative construction, the University of Miami constructed a pedestrian bridge using concrete solely reinforced with fiber-reinforced polymer (FRP) composites. The reinforcement features basalt and glass FRP (BFRP and GFRP) rebars, unique configurations such as BFRP continuous closed stirrups, prefabricated BFRP cages, and two main double-tee girders prestressed with carbon FRP (CFRP) tendons. Performance is monitored with internally installed vibrating-wire gauges.

IBC 17-16: Initial NTIS Inspection of the Lehigh Tunnels Case Study and Lessons Learned
Brian Leshko, P.E., HDR Engineering, Pittsburgh, PA

This presentation will describe the initial National Tunnel Inspection Standards inspection of the Lehigh Tunnels, two separate bores (circa 1957 and 1991) approximately 4,379’ in length on the Northeast Extension (I-476) for the Pennsylvania Turnpike Commission, as a Case Study providing valuable Lessons Learned from the perspective of implementing the new Federal requirements, and sharing inspection methods, equipment, and management techniques, as well as focusing on innovations, ideas, and best practices for all tunnel inspectors.

IBC Keynote Session

Monday, June 5; 10:00 a.m.—12:00 noon
Room: Cherry Blossom Ballroom

The Keynote Session is the official start to the 2017 IBC. This year we are pleased to announce the following presenters:

Leif Dormsjo, Director, District of Columbia DOT (DDOT), Washington, DC

Scott Jarvis, CAHSR Chief Engineer, California High-Speed Rail Authority, Sacramento, CA

Joseph J. Abriatis, CCM, PMP Project Controls Manager, Architect of the Capitol, Planning & Project Management Division, Washington, DC