Thursday, June 10, 2021
Time: 9:00 AM – 12:00 Noon
IBC 21-51: Construction and Constructability of the I-74 Mississippi River Arches
Erich Heymann and Timothy Davis, McNary Bergeron and Associates, Tampa, FL; David Klaseus, Lucid Engineers, PC, Wayzata, MN; Brian Giese, Lunda Construction Co., Waukesha, WI
The I-74 Bridge is a twin basket-handle varying depth steel arch that connects Bettendorf, Iowa and Moline, Illinois. The arch spans 800 feet across the Mississippi River and the top of arch sits nearly 250 feet above water. One of the unique challenges of this structure is that the arch is designed with a fixed base that is field milled for geometry control. The estimated completion date of arch erection is Summer 2021.
IBC 21-52: From Breaking Ground to Ribbon Cutting – Constructing the Frederick Douglass Memorial Bridge
JJ Reilly, McNary Bergeron & Associates, Old Saybrook, CT; Jake Presken, Walsh Construction Group
Over the last three years, a unique multi-arch bridge has been rising out of the Anacostia River in Washington D.C. This presentation walks through the Frederick Douglass Memorial Bridge project from the perspective of the Erection Engineer and the Contractor. Each phase of construction offered its own set of challenges which played into the erection schemes and construction methods. Project-specific constructability details are highlighted for this unique structure as well as general constructability points for future projects.
IBC 21-53: 7 Mile Bridge Innovative High Capacity Friction Collars
George Patton and Rafal Wuttrich, Hardesty & Hanover, LLC, Tampa, FL
The iconic 7 Mile Bridge on US 1 in the Florida Keys has been subject to the marine environment and numerous severe storms over a nearly 40-year service life. These conditions have resulted in corrosive deterioration and physical damage requiring major concrete repairs. Unsound concrete put the expansion bearings at risk of destabilization. To make repairs, it was necessary to lift and support the superstructure with a combined dead and live load of 1.4 million pounds. As the only available route, it was critical to maintain traffic during the work. An innovative engineering solution was required to address numerous technical challenges including heavy jacking load, unique bridge geometry that limited support options, and requirement to minimize loading that could further damage the bridge. The contractor and construction engineer identified the advantages of high-capacity friction collars clamped to the cylindrical pier columns.
IBC 21-54: Advancing Rail System – The Assembly Line for Building the Rodanthe Jug-Handle Bridge
JJ Reilly, McNary Bergeron & Associates, Old Saybrook, CT; Josh Apsitis, Superior Construction
The Rodanthe “Jug-Handle” Bridge is a new 2.4-mile long structure part of State Route NC-12 in the Outer Banks. NC-12 is the main emergency evacuation route for the Outer Banks region, so the new structure will provide a much more reliable and resilient route of travel compared to the current surface roads. It provides a permanent bypass to portions of the barrier islands that are prone to severe erosion, flooding, and breaches between the Pamlico Sound and Atlantic Ocean.
IBC 21-55: The Graceful Beauty of the Parabolic Box Girder in Bridge Construction & other Structures
Robert Cisneros, High Steel Structures LLC, Lancaster, PA
Parabolic curves can augment the structural efficiency and aesthetics of a pier, girder, truss, arch, suspension bridge, tower, parking garage or rural highway curve. Today’s technologies allow engineers to optimize performance and strength-to-weight ratios with non-linear elements. After a basic equation review, the audience will enjoy a whirlwind tour of aesthetically curved structures featuring parabolas. Case studies identify critical sections and stability concepts, with a brief field engineering crane layouts & eccentric load lift check.
IBC 21-56: Construction Engineering using Bridge Integrated Modeling on the 3rd Avenue Bridge Rehabilitation Project
Ivan Liu, P.E., FINLEY Engineering Group, Tallahassee, FL
This presentation will cover the BrIM innovations that have been applied on the construction engineering phase of the 3rd Avenue Bridge rehabilitation project in Minneapolis, MN. The project consists of 7 existing arch spans to be rehabilitated where only the existing arch ribs and barrel arches will be repaired and new spandrel columns, cap beams, and deck slab will be cast. The unique aspect of the construction is the complex demolition and reconstruction sequence on the existing structure. Construction water access was not prohibited during construction
which lead to a multi-phase construction sequence due to deck access for the numerous construction equipment traveling along the bridge. In addition, a strict schedule is required to be met on the project to meet with the owner’s requirements for shutdown. This highly involved construction sequence with the complex geometry of the existing structure lead to the create of a full 3D integrated model of the bridge project. This 3D BrIM model was used to design and develop the visualization of construction sequence and the variety of temporary falsework supports and construction items required. The BrIM model provides the engineer and contractor an overview of what potential issues and clashes that may occur during construction for demo/casting activities.
Rehabilitation, Part 3 Session
The 2021 Rehabilitation 3 Session showcases several different examples of cutting-edge bridge rehabilitation projects from around the United States. Sessions feature interesting yet diverse topics such as ultra-high performance concrete deck overlays, steel girder in-span hinge connections, MASH barrier study and evaluation, historic truss bridge rehabilitations, and HOV/toll bridge conversion. Come join us for an assortment of present day rehabilitation design and evaluation challenges and solutions.
Session Chair: Jon McHugh
Time: 9:00 AM – 12:00 Noon
IBC 21-57: Design and Construction of Four UHPC Bridge Deck Overlays for NJDOT
Steve Esposito, P.E., PMP, WSP USA, Newark, NJ; Jordy Padilla, WSP USA, Michael McDonagh, WSP USA and Kirollos Gadalla Lawrence Township, NJ; Mike Kasbekar, New Jersey DOT, Ewing Township, NJ
Ultra-High Performance Concrete (UHPC) was installed as an overlay on four different structures throughout the state of New Jersey as part of a pilot program initiated by the Department of Transportation (NJDOT). The material specifications, design, construction procedures, and lessons learned will be discussed to demonstrate the application of a UHPC overlay. The success of the program and its long-term performance will play a crucial role for the future of UHPC Overlays.
IBC 21-58: Evaluation and Load Rating of a Steel Girder In-Span Hinge Connection
Sofia Puerto, Ph.D., P.E., Michael Baker International, Minneapolis, MN; Daniel Baxter, P.E., Michael Baker International; Shayla Olson, P.E., Michael Baker International
Continuous steel girder bridges often use intermediate in-span expansion joints. One common type of in-span hinge is often termed a “shiplap joint”. Few references are available for the evaluation and load rating of these hinges used in streel girder bridges. In this study, the strength and stability of a shiplap hinge connection is evaluated. The proposed approach allows for a conservative assessment of the hinge without the need of a detailed FEM of the hinge.
IBC 21-59: Study of Vehicular Impact on Reinforced Concrete Bridge Parapet for Design
Bao Chuong, P.E., Connecticut DOT, Newington, CT; Ramesh Malla, University of Connecticut, Storrs, CT
The most commonly used design method for reinforced concrete bridge parapets has been the approach presented in current edition of AASHTO LRFD Bridge Design Specifications. However, this approach, which was developed based on the Yield Line Theory and NCHRP Report 350, has been found to possess many limitations. In 2009, the Manual for Assessing Safety Hardware (MASH) has replaced NCHRP Report 350 to be the new standard for evaluating safety hardware devices. In 2019, an agreement was made between AASHTO and FHWA to implement MASH to all new permanent installation of bridge rails on the National Highway System. Therefore, there is an immediate need to refine and update the AASHTO method to reliably incorporate the MASH requirements.
IBC 21-60: Rehabilitation of the Rockville Truss
Brian Byrne, Lochner, East Hartford, CT
A defining and adored landmark, the Rockville Bridge was constructed in 1924 by the National Park Service and is Utah’s only remaining Parker Through Truss bridge still open to vehicles. While the 220-foot-long bridge provides critical access over the Virgin River, deterioration had led to a reduced load posting of 14 tons and discussions of possible replacement. Rockville citizens rallied together to save the bridge using creative methods and successfully preserved it for future generations.
IBC 21-61: Repurposed Bridge Rehabilitation: Converting HOV Lanes to Toll Lanes
Roberto Vilanova, Hiren Prajapati and Elliott Mandel, AECOM, Arlington, VA
The 395 Express Lanes Extension Project demonstrates how modifications to existing infrastructure can transform high-volume travel. The conversion of two existing HOV lanes into three reversible tolled Express Lanes required the rehabilitation of 31 bridges. The project involved a wide range of design elements, from deck repairs and parapet/overhang replacement to pier protection and link-slab joint closures. Additionally, detailed analyses were performed for placement of heavy machinery on reduced deck thicknesses during deck rehabilitation operations.
IBC 21-62: Sellersville Truss Rehabilitation: A Bridge Worth Saving
Brian Watson, HDR, Mechanicsburg, PA; Alex Craft, Loftus Construction, Inc., Cinnaminson, NJ; Henry Berman, Pennsylvania DOT, King of Prussia, PA
The decision to rehabilitate or replace a bridge is not always a straightforward one. As engineers, we take many factors and stakeholders into consideration, and yet a definitive answer is often still elusive. This project was ultimately the rehabilitation of a single span Pratt pony truss; but how it got there was anything but straightforward. We will explore the path it took, the challenges it faced, and the success it became.
W12: Ultra-High Performance Concrete (UHPC) for Bridge Preservation and Repair (Part 1): Introduction, Promising Applications, Practical Concepts
Zachary Haber, Federal Highway Administration, McLean, VA
Time: 9:00 AM – 1:00 PM
The use of ultra-high performance concrete (UHPC) in bridge design and construction has undergone significant growth over the past five years. Yet, this technology is still being underutilized by state and local transportation agencies. Preservation and repair (P&R) of bridge infrastructure, an ongoing challenge for many of these agencies, is a new application of UHPC that can make a significant impact. UHPC-based bridge P&R solutions offer enhanced durability and resiliency, rapid construction, and enhanced life-cycle cost performance. This workshop will present bridge engineering stakeholders with a suite of UHPC-based P&R solutions. The suite of solutions will consist of approximately six to eight concepts. Each concept will target a different bridge P&R need; examples include UHPC overlays for bridge decks, deteriorated bridge girder repair, and expansion joint repair/replacement. The workshop will cover:
* Introduction to UHPC: constituents, material properties, mixing and placing, and curing.
* History of UHPC in Bridge Engineering: first deployment and demonstration projects, prefabricated bridge element connections, development of design specifications.
* Construction, Inspection, and Testing: formwork, site preparation, inspection and monitoring of construction activities, QA/QC, on-site testing, and compression testing.
* Maintenance, repair, and strengthening solutions with UHPC: bridge deck overlays, beam end repair, link slabs, rail bridge strengthening, column jacketing, impact damage repair, and connection repair.
This proposed workshop will provide technical assistance to bridge maintenance and repair professionals interested in using UHPC in applications that range from relatively low- to moderate-risk P&R applications.