Wednesday, June 7, 2017
Wednesday, June 7; 9:00 a.m.—12:00 noon
Room: Baltimore 3/4/5
IBC 17-69: HSR Viaduct over River Almonte: Design and Construction Control
Guillermo Capellán Miguel and Javier Martinez Aparicio, Arenas & Asociados, Santander, Cantabria Spain; Pascual Garcia Arias, IDOM, Madrid, Spain; Pablo Jimenez Guijarro, MSCE, ADIF, Sevilla, Andalucia, Spain
The High Speed Railway link Madrid – Lisbon crosses over River Almonte with a great arch viaduct of high-performance concrete. The main span of the structure reaches 384 m, for a total length of 996 m.Exceptional techniques and structural analysis were developed to reach its design and construction. The arch has been erected by cantilever method with the aid of a temporary cable-stay system. The deck was constructed using an overhead movable scaffolding system.
IBC 17-70: Design of Bridges to Meet Track-Structure Interaction Requirements for CA High Speed Rail Project
Ravi Mathur and Ryan Simpson, Parsons, San Francisco, CA
All bridges carrying high speed trains are designed to limit bridge deformations and vibrations which can be magnified under dynamic effects of trains traveling at speeds up to 250 mph. This paper discusses how a simple four-span bridge supported on precast girders is designed to meet deflection and frequency limits established in the design criteria. Results from a frequency analysis, track serviceability analysis, rail-structure interaction analysis as well as the dynamic structural analysis are presented.
IBC 17-71: Design and Construction of an Innovative Curved and Spliced Precast Girder Flyover Bridge in Jacksonville, FL
Gregg Reese and Andrew Mish, Summit Engineering Group/Modjeski and Masters, Littleton, CO
The Ramp 1 Flyover Bridge is being constructed as part of the SB I-95 to EB SR-202 Interchange in Jacksonville, FL. The flyover bridge is a seven-span structure with two lines of curved precast U-girders, spliced and post-tensioned for continuity, and a substructure that includes four precast pier caps. The paper will describe the innovative design features and unique challenges solved during design and construction of this bridge.
IBC 17-72: Tallest Piers in NY, A Design-Build Effort
Edwin S. Anthony, P.E., F.ASCE, Erdman Anthony and Associates, Inc., Rochester, NY
The bridge site is known as the Zoar Valley and is located 60 miles south of Buffalo, NY. The new bridge is a three span continuous steel multi-girder. Spans are 210’, 250’, and 160’. The center span was set to provide adequate floodway for Cattaraugus Creek. The two piers rise from footing foundation 163’ and are the tallest piers in New York State. The project cost was $16.9 million.
IBC 17-73: Fort Lauderdale-Hollywood International Airport South Runway Expansion – Value Engineering Methods
William Hess and Ryan Rapp, HNTB Corporation, Lake Mary, FL; Jeremy McNutt, HNTB Corporation, Kansas City, MO
This $180M design/build project includes massive multi-span runway and taxiway structures up to 850’-wide utilizing post-tensioned deck slabs composite with modified 72-inch Florida I-Beams, and designed for maximum aircraft loading as large as 2.5M pounds associated with 747 and A380 commercial jetliners. Unique design challenges and value-engineering enhancements undertaken during final design will be summarized, including how the structural modeling approach facilitated fast-track design solutions generating both cost and schedule savings.
Long Span/Cable Stay
Wednesday, June 7; 9:00 a.m.—12:00 noon
Room: Annapolis 1/2/3
IBC 17-74: Suspension Bridge Cable Dehumidification – A Fundamental Change in Preservation Strategy
Shane Beabes, P.E., AECOM, Baltimore, MD; Barry Colford, BSc, C.Eng., FICE and Joshua Pudleiner, P.E., AECOM, Philadelphia, PA
Suspension bridge cables are comprised of high-strength steel wires. Over time, moisture inevitably penetrates into the cable and causes corrosion, cracked and broken wires, as well as contributing to hydrogen-induced stress corrosion cracking. Dehumidification has emerged as an effective method to practically eliminate water and its deleterious effects on the cable. The presentation will discuss the global history of cable dehumidification and its growing application in the United States.
IBC 17-75: Design and Construction of Waterline Footings for the new US 52 Mississippi River Bridge
Greg Hasbrouck, P.E. and Martin Furrer, Parsons, Chicago, IL; Faith Duncan, Illinois DOT, Dixon, IL
Waterline footings have become an increasingly popular choice for large river pier foundations to alleviate issues with the construction of deep and costly cofferdams. This presentation will discuss the unique design and construction aspects that led to the selection of waterline footings for the new US 52 Mississippi River Bridge, as well as the challenges in specifying requirements for this unique construction method in a design-bid-build environment and the construction experience from the field.
IBC 17-76: Design and Erection of the Arrah-Chhapra Ganges River Bridge
Brook R. Robazza, Morgan T. Rowland and Prabhjeet R. Singh, McElhanney Consulting Services Ltd., Vancouver, BC, Canada
Upon completion, the Arrah-Chhapra Bridge will be the longest extradosed bridge in India. The 4.35km-long 4-lane bridge is composed of 15 extradosed 120m spans over the main river channel and 36 simply-supported 58m approach spans. The precast girder segments were erected using the balanced cantilever method and supported by a single plane of harp-arranged cables. This paper describes the bridge design and erection, focusing on the challenges overcome by the contractor and the engineering consultant.
IBC 17-77: Design of a Cable-Stayed Icon: the New Ship Channel Bridge
Mike Perez, P.E., Harris County Toll Road Authority, Houston, TX; Wade Bonzon, P.E., FIGG, Houston, TX
This new signature bridge is the technical and aesthetic centerpiece of the widening of the Sam Houston Tollway where it crosses the busy Houston Ship Channel. The precast segmental concrete cable-stayed bridge features a 1,320’ main span between pylons. It comprises twin structures connected at the main pylons that will be built in phases within the existing ROW. The project includes the demolition of a record-setting 750-foot span segmental concrete box girder bridge.
IBC 17-78: Analysis of The Global Stability Of Slender Piers Of High Bridges
Jose Simon-Talero, Ph.D., Torroja International, Madrid, Spain
A simplified method for taking into account the influence of the deck and the stiffness of all the substructure when calculating the effects of buckling of a slender pier of a high viaduct is presented. It is proposed using iterative first order calculations to take into account the effect of the geometric non linearity, the cracking of the concrete and the elastoplastic behavior of the materials (concrete and reinforcing steel).
Wednesday, June 7; 9:00 a.m.—12:00 noon
Room: Woodrow A
IBC 17-79: Monitoring the Tappan Zee Bridge During Pile Installation for the Adjacent New NY Bridge
Patrick Mahon, P.E. and Robert Palermo, P.E., GZA GeoEnvironmental of New York, New York, NY
High capacity driven piles are being used to support two new bridges that will replace the Tappan Zee Bridge over the Hudson River. Some new piles were driven within 20 feet of the bridge. A monitoring system was required to evaluate the impacts of pile installation. The system was designed to use networked automated total stations with GPS base stations to overcome the challenge of measuring deflections on the bridge without fixed reference points.
IBC 17-80: Unforeseen Effects of Secondary Members
Natalie McCombs, P.E., S.E. and Samantha Kevern, P.E., S.E., HNTB, Kansas City, MO; Micah Drew, P.E., Mississippi DOT, Jackson, MS
This presentation will cover a case study for a two-girder bridge where lateral braces are used for wind loads on 16-foot deep box girders. Cracks have been observed in the floorbeam webs and welds at the upper lateral bracing connection. Placement of these braces was intended to carry wind load but the unique framing system combined with a mis-fabricated detail has created fatigue cracks for loads that were not likely considered in design.
IBC 17-81: Quantifying The Effects of Localized Corrosion Through the Use of Digital Imaging
Terrence Moran, George Mason University, Woodbridge, VA; David Lattanzi, Ph.D., P.E., George Mason University, Fairfax, VA
This paper reports on the development of a nondestructive evaluation technique for corroded steel. The goal is to better quantify the impacts of localized defects, such as pitting, on the ultimate strength of components. Tensile testing in conjunction with digital image correlation were used to calibrate an image analysis technique that quantifies pitted regions and provides a capacity reduction factor. Analysis indicates that the non-contact image analysis is capable of detecting localized failure modes.
IBC 17-82: Pre-installed Jacking System Prevents Shutdown of Existing Bridge during Adjacent Construction
Heather Scranton, P.E. and Jean Louis Locsin, Haley & Aldrich, Inc., Boston, MA; Mark S.Greenleaf, P.E., Commonwealth Engineers & Consultants, Inc., Providence, RI; Alec Smith, Haley & Aldrich, Inc., Bedford, NH
Given potential settlement of a nearby existing bridge during new bridge construction, a jacking system was installed at existing bents as an initial contract item. Instrumentation consisting of deformation points and strain gages on existing steel members were monitored remotely. During adjacent construction, several bents settled. When strain/movement neared action limits, jacking was implemented. Pre-installed jacks raised the bents quickly back into place without interrupting traffic and helped prevent bridge shutdowns and construction delays.
IBC 17-83: Structural Health Monitoring of the Hernando De Soto Bridge
Matthew Yarnold, Ph.D., P.E., Tennessee Technological University, Cookeville, TN; Justin Alexander, Cooper Steel, Nashville, TN; Tim Huff, Tennessee DOT, Nashville, TN
The Hernando De Soto Bridge has undergone substantial retrofits due to its proximity to the New Madrid fault line and importance to the region. Recently, a monitoring system was implemented which tracks the position of the structure and member force distribution before, during, and after a seismic event. The system provides actionable information to the owners regarding the current performance of critical bridge components and information for decision making after an extreme event.
Rehab, Part 1
Wednesday, June 7; 9:00 a.m.—12:00 noon
Room: Woodrow B/C/D
IBC 17-84: Renovation of a Historic Burr Arch Timber Truss Bridge
Kevin Sabolcik and Keith Duerling, Baltimore County (MD) Department of Public Works, Towson, MD; Megan Peal, Wallace, Montgomery & Associates, LLP, Hunt Valley, MD
Baltimore County (MD) Bridge No. B-0004 is a single span, 86’ long, covered timber Burr Arch Truss bridge constructed circa 1865. Due to an increasing number of deficiencies found during routine inspections, a rehabilitation project was undertaken to preserve this historic structure. The project included preliminary studies, federal grant process, public outreach, design, prequalified construction bidding and construction. This presentation will discuss project development, milestone decisions and recommend best practices for future similar projects.
IBC 17-85: “A Walk Above the Harlem River” – The Revitalization of New York City’s High Bridge
James Valenti, P.E., Greenman-Pedersen, Inc., Babylon, NY; Ali Mallick, NYC Department of Design and Construction, New York, NY
The High Bridge is the original water supply conduit and oldest standing NYC Bridge (1848). From effects of neglect, the High Bridge was closed in the late 1970’s. In 2012, NYCDDC and NYCDPR embarked on an ambitious project to reopen the Bridge as a walking park/tourist destination. This presentation provides an overview of the rehabilitation work tasks necessary to transform the 1,400’ steel and masonry arch structure from obsolete eyesore to beneficial use pedestrian promenade.
IBC 17-86: Ben Franklin Bridge – Renewing the Ride
Alex Lawrason, P.E., HNTB Corporation, Cherry Hill, NJ; Michael Venuto, P.E., PLS, Delaware River Port Authority, Camden, NJ; John Parola, HNTB Corporation, New York, NY
The $100 million reconstruction of the PATCO tracks across the Ben Franklin Bridge replaced the 30-yr old rail system in its entirety, rehabilitated the supporting structural steel and replaced 47 miles of associated power, signal and communication cables. The majority of the restoration was performed during three separate 2-month track outages. Special schedules were established to allow continuous work on one track at a time, while still maintaining uninterrupted service for the 40,000 daily passengers.
IBC 17-87: The Rehabilitation of the Walnut Lane Bridge
Michael Cuddy, P.E., TranSystems, Philadelphia, PA; Henry Berman, Ph.D., P.E., PennDOT Engineering District 6-0, King of Prussia, PA
The Walnut Lane Bridge which carries State Route 4013 over Wissahickon Creek in Philadelphia, is eligible for listing on the National Register of Historic Places. The 6-span 565’ long, open-spandrel, ribbed, concrete arch bridge is located in Fairmount Park and at the time of its construction in 1908, had the tallest and longest arch span in the world. The arch ribs are constructed of unreinforced concrete with embedded large flat stones. A program of major rehabilitation was performed that included a new deck, sidewalks, replicated precast concrete balustrades with exposed aggregate finish, concrete repairs and ornamental lighting.
IBC 17-88: Route 72 Manahawkin Bay Bridges Project, Rehabilitation of Three Trestle Bridges
Steve Esposito, Joseph Mumber, P.E. and David Rue, WSP | Parsons Brinckerhoff, Lawrenceville, NJ; James Meisterich, WSP | Parsons Brinckerhoff, Philadelphia, PA; Pankesh Patel, New Jersey DOT, Trenton, NJ
Route 72 in NJ is the only vehicular connection from Long Beach Island to the mainland, carrying traffic over Manahawkin Bay. Three structures between 360’ and 480’ each are founded on timber pile bents and require rehabilitation. In-depth condition ratings, including NDT to estimate pile lengths/embedment and the determination of capacities, justified the rehabilitation project that included protective pile jackets, deck resurfacing, and scour countermeasures consisting of stone mattresses. Construction is on-going.
W-06: FRP Composites Impact to Sustainable Design of Concrete Bridges and Accelerated Bridge Construction
Time: 9:00 AM–12:00 Noon
Room: Magnolia 1
Presented By: American Composites Manufacturers Association
FRP composites are a proven material that has been used in over 500 bridges in North America during the past 2 decades. Consensus standards and codes have demonstrated and provided bridge engineers and owners with innovative and cost effective solutions to rebuild and retrofit bridge structures demonstrating long-term durability ranging from highly corrosive geographical regions from Florida to Canada. Composites features such as lightweight, corrosion resistance, and prefabrication have reduced assembly and installation time resulting in lower installation costs and delivery for new construction. In retrofit and rehabilitation situations, composites are faster to install and require minimal disruption to the structure while in service that extends the service life of bridge structures.
This workshop will provide cutting edge material and product advancements on to design and specify FRP products to build steel free concrete structures, use of fiberglass rebar in the first ever cable stayed bridge, and the impact of composites on new techniques for accelerated bridge construction. Attendees will also learn 20-year durability performance of FRP composites and how this will apply to sustainable construction.
Attendees will learn about bridge design, construction, performance and testing using innovative FRP materials and products for concrete bridges, including: 1) bridges designed in Canada and Florida, 2) guidance on writing a special provision for an FRP strengthening project using industry guidelines, and 3) important special applications of bridge protection systems, long-term durability of FRP rebar in concrete bridges and structures and rapid replacement with lightweight bridge deck systems.
Speakers: John Busel, American Composites Manufacturers Association, Arlington, VA; Sam Fallaha, Florida DOT, Tallahassee, FL; Dr. Brahim Benmokrane, P.Eng., FACI, FCSCE, FIIFC, FCAE, FEIC; Gregory R. Bond, P.E., Strongwell, Chatfield, MN; Scott Reeve, Composite Advantage, Daytonm OH; Dr. Amol Vaidya, Owens Corning-Composite Solutions Business, Granville, OH; Erik Grimnes, Harbor Technologies, August ME; Gregg Blaszak, P.E., Milliken Infrastructure Solutions, LLC, Spartanburg, SC