Wednesday, June 7, 2017
Wednesday, June 7; 2:00—5:00 p.m.
Room: Baltimore 3/4
IBC 17-89: Low-Cost Scour Preventing Fairings for Bridges
Roger Simpson, Ph.D., P.E. and Gwibo Byun, Ph.D., AUR, Inc, Blacksburg, VA
Cost-effective optimized versatile scour-preventing three-dimensional convex-concave hydrodynamic fairings with attached vortex generators have been designed, developed, and extensively tested (NCHRP-IDEA) for all types of bridge piers and abutments. They are available for retrofit or new bridge installation for any river level, speed, and angles of attack up to 45 degrees, unlike other countermeasures that do not prevent scour. They exceed HEC-23 requirements, prevent local scour for smaller sediments and the effects of open-bed scour on foundations.
IBC 17-90: Repair, Strengthening, and Re-use of Steel Girder Bridges: Two Case Studies
Brandon Chavel and Jacob Wroten, HDR, Cleveland, OH
Bridge repairs and strengthening techniques require careful consideration of the behavior of the structure and load paths through the repairs and construction sequencing. This presentation will discuss two case studies that required unique solutions to repair, strengthen, and modify the steel superstructure: a bridge where the first interior pier was relocated closer to the abutment and the subsequent superstructure strengthening; and a bridge that required a portion of beam replaced due to a full-depth fracture.
IBC 17-91: Development of an Asset Management Plan (AMP) as a Decision-Making Tool for Bridge Management
Edward Zhou, AECOM, Germantown, MD; Ruel Sabellano, Maryland Transportation Authority, Baltimore, MD; Shane Beabes, AECOM, Baltimore, MD; Barry Cofford, AECOM, Philadelphia, PA; Jeffrey Heilstedt, AECOM, Chicago, IL
This paper discusses an on-going effort for developing an Asset Management Plan (AMP) as a decision-making tool for bridge system management. It involves development of software tools to assist the Maryland Transportation Authority (MDTA) in making data driven decisions on bridge maintenance, rehabilitation, and forward-looking budgetary planning. Decision trees are based on analysis of historical bridge inspection data, bridge elements deterioration curves, maintenance and repair records, risk management, and life cycle costs.
IBC 17-92: Corrosion Evaluation of 19 bridges in Virginia
Alireza Hedayati, P.E., WSP | Parsons Brinckerhoff, Herndon, VA; Siva Venugopalan, Siva Corrosion Services, Inc, West Chester, PA
Corrosion evaluation studies and plans were provided for 19 bridges in Virginia, including deck and substructure corrosion evaluation for 17 bridges along I-395 corridor in northern VA and two bridges in Salem. The project team provided visual/delamination survey, sounding, clear cover survey, electrical continuity tests, carbonation, chloride profile, petrographic, service life modeling and life-cycle cost analysis. Reports were prepared for the tests/analysis results and repairs recommendations.
IBC 17-93: Earthquake Preparedness and Response; Oklahoma DOT’s Proactive Approach for Bridges
Gregg Hostetler, P.E., Infrastructure Engineers, Inc., Edmond, OK; Philip Scott Harvey Jr., Ph.D. and K.K. “Muralee” Muraleetharan, Ph.D., University of Oklahoma, Norman, OK; Steve Jacobi, P.E. and Walt Peters, P.E., Oklahoma DOT, Oklahoma City, OK
In response to a tremendous increase in earthquake activity, the Oklahoma Department of Transportation hired a team of consultant and university professionals in 2015 to develop an earthquake response plan for their bridges. During Phase I the team established an inspection protocol; developed a response plan and post-earthquake bridge inspection manual; developed and delivered post-earthquake bridge inspection training; and evaluated USGS ShakeCast – a program that automates much of the response process.
Wednesday, June 7; 2:00—5:00 p.m.
Room: Annapolis 1/2/3
IBC 17-94: Global Analysis and Design of the Approach Structures of the New Champlain Bridge in Montreal
Sevak Demirdjian, P.Eng., M.Eng., SNC Lavalin Inc., Montreal, QC, Canada; Zachary McGain, P.E., International Bridge Technologies, Laval, QC, Canada
The new Champlain Bridge is approximately 3.4 km long and stretches across the St. Lawrence River. It consists of 2044.4 m long west approach, a 528.8 m long cable stayed section over the Saint Lawrence Seaway and 761.6 m long east approach. This paper will focus on elements of the global analysis of the approach steel spans and their substructures including the steel pier caps, precast post-tensioned pier segments and their foundations.
IBC 17-95: Bayonne Bridge Raise the Roadway Project
Roger Haight, P.E., ENV SP. and Matthew Spoth, P.E., WSP | Parsons Brinckerhoff, New York, NY; Chester Werts, P.E., S.E., P.Eng., HDR Engineering, Olympia, WA
The Bayonne Bridge Navigation Clearance Program raises the roadway of the existing Bayonne Bridge to provide 215 feet of navigational clearance. The project rehabilitates the original 1931 steel arch bridge and replaces the aging approach structures on existing alignment using phased structure construction to maintain two lanes of traffic at all times. The presentation includes a brief overview of the arch design and construction, but focuses mainly on the new precast segmental approach structures replacement.
IBC 17-96: Joint Distress in Wide Precast Segmental Box Girder Bridges
Gregor Wollmann, HNTB, Blacksburg, VA; Theodore Zoli, HNTB, New York, NY
The Hathaway Bridge, located in Panama City, Florida, comprises two parallel, precast segmental concrete box girder bridges with 12 and 14 spans, respectively, erected in balanced cantilever construction. Since its opening in 2004 the bridge has exhibited continuous deterioration of the segment joints at and immediately adjacent to the cast-in-place closure pours between precast segmental cantilevers. This paper will discuss the mechanisms leading to the joint distress, the repair schemes to restore the structure, and the lessons learned from the project.
IBC 17-97: Balanced Cantilever Bridges of the Riyadh Metro Project
Douglas Heath, P.E., Latif Ebrahimnejad, Ph.D. and Firooz Panah, P.E., AECOM, Boston, MA
The Riyadh Metro Project is a large infrastructure project in the city of Riyadh, Saudi Arabia. This project involves the design of over 20kM of precast segmental elevated viaduct. Most of the viaduct consisted of simple spans; however at nine locations throughout the project, three span balanced cantilever bridges were used to avoid conflicts on the ground. This paper describes the design of the balanced cantilever bridges and discusses some of the challenges encountered.
IBC 17-98: Latest Development of Uncoated Weathering Steel Bridges in China
Houxin Wang and Amin Gup, CITIC Metals Co., Ltd, Beijing, China; Kaijian Chen, China Railway Eryuan Engineering Group Co., Ltd, Chengdu, China; Shengqiao Xu, China Railway Engineering Consulting Group Co., Ltd.; Steve Jansto, CBMM-North America, Inc.; Marcus Stuart, CBMM, São Paulo, SAO, Brazil
This presentation focuses on the applications of weathering steels in bridges in China. A railway 430m main span arch bridge over Yarlung Zangbo River and a suspension bridge over a reservoir near Beijing with main span 720m are presented. They both used weathering steels of mainly Q345qENH and Q420qENH without coating, in which Nb is added for comprehensive properties and performances. The steels bring life-cycle cost effectiveness, drinking water protection and other advantages to the two bridge projects.
Wednesday, June 7; 2:00—5:00 p.m.
Room: Woodrow A
IBC 17-99: Evaluation of the Failure of the Universidad Laica Overpass During the Pedernales Earthquake
Lissette Iturburu and Pedro Rojas, Ph.D., Escuela Superior Politecnica del Litoral, Guayaquil, Ecuador; Jose Barros, Universidad Católica de Guayaquil, Guayaquil, Ecuador
This paper discusses the collapse of the Universidad Laica overpass as a result of the Mw. 7.8 Pedernales Earthquake in Ecuador. The overpass was located in downtown Guayaquil at about 150 miles from the epicenter. From comparisons between the seismic demands and the shear capacity of the columns, it is concluded that the columns failed by shear due to pounding between the central span and the cap beam of the two central piers.
IBC 17-100: Design and Rehabilitation of the Historic Albertus L. Meyers Bridge
Justin Baird, P.E., Bryan Spangler, P.E. and Timothy Ainsley, II, P.E., Michael Baker International, Harrisburg, PA
The Albertus L. Meyers Bridge (aka 8th Street Bridge), is a historic gateway located in Allentown, Pennsylvania. The open spandrel arch bridge was constructed in 1913 and was listed on the National Register of Historic Places in 1988. The presentation will cover key components from design through construction of the 2016 rehabilitation. The rehabilitation included partial superstructure replacement and substructure renovation to increase the roadway width while maintaining aesthetics of the historic structure.
IBC 17-101: Truckee River Bridge – Tahoe City, CA: Seismic Analysis and Design of Torsionally Eccentric Cellular Abutments
Jon Emenheiser, P.E., CH2M, Englewood, CO
The Truckee River Bridge in Tahoe City, California will bypass the city and provide trail access along both sides of the river. The trails will pass below the bridge and through cellular abutments. The abutment cell wall near the river will have openings for river views, resulting in torsional eccentricity. The elements were designed to remain elastic during the design seismic event and detailed to be ductile during a seismic event that exceeds design levels.
IBC 17-102: Design of a Long-Span Suspension Bridge Anchorage System Located in a High Seismic Region and Susceptible to Large Cargo-Vessel Impact
Michael Whitney, Bechtel, Houston, TX; Vahid Zanjani, Ph.D., P.E., McLaren Engineering Group, New York, NY; Robert Baldwin, P.E., S.E., P.Eng., Bechtel, Reston, VA
This paper discusses the design of an approximately 1200m long main-span suspension bridge anchorage system. The bridge is founded within extremely challenging strata consisting of very deep weak clays overlaying extremely incompetent weathered rock of variable depth and highly fractured. The anchorage foundation is composed of large diameter post-tensioned cast-in-place steel-shelled concrete piles, utilizing a unique battered arrangement. The paper highlights some of the unique design and construction aspects of the proposed anchorage system, given the poor soil conditions, to meet the challenging seismic and accident (due to large-vessel impact) design conditions.
IBC 17-103: Seismic Isolation of the Manhattan Approach Ramps to the Robert F. Kennedy Bridge
Andrew Adams, P.E., Modjeski and Masters, Mechanicsburg, PA; Blaise Blabac, Modjeski and Masters, Poughkeepsie, NY
This presentation focuses on the site specific seismic analysis of this unique steel rigid frame structure and the development of a continuous “floating deck” seismic isolation system consisting of both friction and elastomeric isolators. In addition to reducing the demands on seismically vulnerable regions (such as the riveted built-up member connections), use of a continuous deck reduced the number of expansion joints, making for a more maintenance-free structure.
Rehab, Part 2
Wednesday, June 7, 2:00—5:00 p.m.
Room: Woodrow B/C/D
IBC 17-104: Inspection and Analysis of Deteriorated Masonry Arch Bridges
John Kim, Ph.D., P.E., Michael Baker International, Richmond, VA; Michael Baron and John Zuleger, Michael Baker International, Louisville, KY
Due to their rarity, deteriorated masonry arch bridges are hard to inspect and analyze. This paper will take a deteriorated two-span masonry arch bridge as an example to demonstrate what to inspect, how to collect field data and how to analyze a masonry arch bridge. This paper will present analysis procedures utilizing a simplified method had developed for various bridge owners. A brief discussion on remedial procedures will also be presented.
IBC 17-105: Historic Winona Bridge Through Truss Rehabilitation using the CMGC Delivery Method
Kent Zinn, P.E., S.E., Michael Baker International, Chicago, IL; Daniel Baxter, P.E., S.E., Michael Baker International, Minneapolis, MN, Keith Molnau, P.E.
The $60M rehabilitation and reconstruction of the 2,290’ long historic Winona Bridge over the Mississippi River is MnDOT’s first use of the CMGC project delivery method for a bridge rehabilitation. The project represents one of the most technically challenging bridge rehabilitations undertaken by MnDOT. A complex analysis was performed to add internal redundancy to all existing fracture critical members and six new deck truss approach spans will be constructed.
IBC 17-106: A Novel Repair for Steel Girder Bridges with Corrosion Damage Utilizing UHPC
Kevin McMullen, Alexandra Hain and Arash Esmaili Zaghi, University of Connecticut, Storrs, CT
The American Society of Civil Engineers (ASCE) estimates that it would cost over $76 billion to repair or replace the structurally deficient bridges in the USA. Many of these bridges are over 50 years old with steel superstructures that are deteriorating due to heavy corrosion. The locations commonly impacted by corrosion damage are girder ends over bridge bearings due to leaking expansion joints. The girder’s bearing capacity may be significantly reduced due to the reduction in plate thicknesses. Conventional methods used to repair corrosion damaged girder ends are costly and time consuming. To address this issue, the feasibility and structural efficiency of a new repair method using Ultra-High Performance Concrete (UHPC) was investigated. By encasing the corroded part of the girder end with UHPC, a new load path is created allowing forces to be transferred to the UHPC panel via shear studs welded to the undamaged portion of the web plate. The repair may be implemented in situ thus eliminating the need for jacking of the superstructure, lead paint removal, and lane closures, which accounts for the majority of costs in a conventional repair. The versatility of the repair accommodates bridge girders with different geometries and corrosion levels. The UHPC repair is a viable alternative to improve the state of the nation’s bridge infrastructure. The promise of this repair was noted by the American Association of State Highway and Transportation Officials (AASHTO) as a “Sweet Sixteen” High Value Research Project and is planned for implementation in the near future.
IBC 17-107: Challenges in Historic Covered Bridge Rehabilitation: Martin’s Mill Covered Bridge
Aaron Craig, P.E., P. Joseph Lehman, Inc., Duncansville, PA; Martin Malone, P. Joseph Lehman, Inc., Hollidaysburg, PA
The 2016 Abba G. Lichtenstein Medal-winning Martin’s Mill Bridge overcame a history of environmental damage, severe distress, and numerous funding, design and construction challenges. Rehabilitation of this transportation treasure–a Town lattice truss covered bridge–breathed new life into the structure, originally constructed in 1849. The Martin’s Mill Bridge maintains its listing on the U.S. National Register of Historic Places.
IBC 17-108: Rehabilitation of Aging Abutments
Robert Barrett, Matthew Birchmier and Corey Mislinski, GeoStabilization International, Boca Grande, FL
Bridges in North America are becoming unserviceable faster than they can be replaced. This paper presents a new concept in dealing with this mounting crisis. Current practice includes removal and replacement of the abutments and the superstructures. There is now an innovative approach where the old abutment is left intact and used as a form for construction of a new abutment. This process can take as little as a few days and permitting is avoided or minimized. This can be done without significant traffic disruption. Costs are half or less, compared with the typical full removal and replacement, and even less where the existing superstructure is deemed structurally competent for at least a few more years.
W-07: Development of Spliced Precast Girder Bridge Technology
Time: 2:00–5:00 PM
Room: Magnolia 1
Presented By: Summit Engineering Group
The development of spliced precast bridges in the United States has steadily advanced over the last 62 years since the first bridge of this kind was built in Klickitat County WA in 1954. The concept was developed to increase potential span lengths beyond the limitations of what could be safely shipped to a project site. Since that time numerous bridges have been successfully constructed using this method. Span ranges have exceeded 300’ for some for projects. Recent advances include casting of curved U girder sections have made it possible to use precast for medium to long span interchange bridges with complex roadway geometry.
Design standards have been developed for and adopted by the Pennsylvania and Florida DOT’s to provide guidance to designers, fabricators and contractors for future projects. The Topics that the Workshop will focus on:
- Historical Development of the concept.
- Design and Analysis Techniques
- Design Details and Construction Practices
- Project Experiences
- Development of Design Aids and Standards
Speakers: Gregg Reese, Summit Engineering Group, Littleton, CO