Tuesday, June 6, 2017
ABC, Part 1
Tuesday, June 6; 8:00 a.m.—12:00 noon
Room: Baltimore 3/4/5
IBC 17-21: Accelerated Design/Build of the SEPTA Crum Creek Viaduct
Robert L Lund Jr., P.E., Southeastern Pennsylvania Transportation Authority (SEPTA), Philadelphia, PA; Garrett Hoffman, P.E, FIGG Bridge Engineers, Inc., Exton, PA
The Crum Creek Viaduct Replacement Project is a design/build project that replaced a 121 year old bridge on an existing alignment with a new a new steel girder bridge for the Southeastern Pennsylvania Transit Authority (SEPTA). The new bridge has five spans and is 735’ long. The Design/Build Team provided innovative solutions to designing and delivering the new bridge on-time with a fast-paced schedule, which only permitted a eleven-week rail shut down to allow completion of existing bridge demolition, superstructure and deck erection, rail work, catenary electric transmission, and signal system installation. The new bridge girders were assembled on one side of the existing bridge, including the precast deck and were supported by new straddle bents built under the existing bridge while the existing bridge remained in full operation. The lateral slide Accelerated Bridge Construction technique was used to move the new bridge into place.
IBC 17-22: Launching Three Trusses over the BNSF Northtown Rail Yard
Martin Furrer, P.E., S.E. and Greg Hasbrouck, Parsons, Chicago, IL; Jack Yuzna, City of Minneapolis, Minneapolis, MN
Minneapolis’ historic St. Anthony Parkway crossing of the BNSF Northtown rail yard with five deteriorating Warren trusses required removal and replacement with a new skewed 305’ truss. The railroad required that trusses over mainline tracks be replaced using a launching system. The new truss incorporates unique redundancy measures including eliminating fracture critical steel truss members and gusset plates and using a post-tensioned concrete bottom chord.
IBC 17-23: Design & Construction of a Grade Separated Interchange with a Very Accelerated Schedule
Chris Vaught, P.E., DBIA, RK&K, Richmond, VA
The major feature of VDOT’s $100M+ Route 29 Solutions project is upgrading the highly-skewed at-grade intersection at Rio Road. Only 103 days of full road closure were allowed for the construction of a bridge and several thousand feet of retaining wall. A structural system that had never before been constructed in Virginia was developed to allow traffic to continue operating throughout construction and delivered in nearly half of the allowable time and well under budget.
IBC 17-24: 2-Span Continuous Integral Abutment Bridge Replacement Using ABC
Robert Elliott, P.E., CDR Maguire, Pittsburgh, PA; Donald Herbert, P.E., and Jeremy Hughes, P.E., PennDOT District 12-0, Uniontown, PA
This presentation will discuss the ABC of a 206’ 2-span continuous integral abutment bridge. Numerous design challenges included constructability, longitudinal and transverse UHPC closure pours, negative moment reinforcing, deflections during precasting, and crane sizing. The presentation will also discuss the unique manner of the bridge erection based on the use of a conventional deck negative moment region rather than a link slab or transverse UHPC joint at the pier.
IBC 17-25: Four California ABC Case Histories Describing Equipment, Techniques, Means And Methods Used To Move Superstructures Via Land
Alfred Mangus, P.E., Steve Lee and Greg Kaderabek, Professional Engineers in California Government, Sacramento, CA
Belgian, Dutch and German manufacturers’ equipment were utilized to move California bridge superstructures. Multi-wheeled trailers towed with trucks were used to install curved orthotropic steel box girder sections across Interstate I-80. The documentary “A Span in Time” discusses sliding a “football field” sized concrete superstructure replacement. Six weathering steel railroad trusses were installed via a Self-Propelled Modular Transporter. The Roll-Out, Roll-In of 270’ double decker steel trusses created the Yerba Buena Island Detour. A table summarizes the issues.
IBC 17-26: Eastbound Nalley Valley Interchange, Marketing Substructures for Precast Bridge Elements
Patrick Gallagher, P.E., Alpha & Omega Group, Raleigh, NC
Prefabricated crossbeams were a key feature in the construction of one of Washington State’s Megaprojects, the Interstate 5 and Highway 16 interchange reconstruction in Tacoma, Washington. WSDOT built upon past experience, university research, and past implementations of precast substructure components. This paper displays how WSDOT implemented the use of prefabricated crossbeams, motivating the contractor to explore their application.
IBC 17-27: Redecking of DelDOT BR 1-717, I-95 NB over SR1: Lessons Learned
James Bellenoit, P.E., and Jon Eberle, AECOM, Mechanicsburg, PA; Jason Hastings, M.C.E, P.E., Kevin Lindell, P.E., and Stephen Richter, Delaware DOT, Dover, DE
The replacement of the I-95 NB bridge deck using ABC is presented. The bridge composed of four short, simple spans with 35 degree skew carries four lanes over an arterial. Reuse of steel beams and heavy traffic volumes lead to the use ABC technology. Full-depth precast concrete deck panels with UHPC longitudinal and transverse deck joint details, conventional expansion joints at piers/abutments and a polyester polymer concrete overlay was selected for reasons to be explained.
Construction, Part 1
Tuesday, June 6; 8:00 a.m.—12:00 noon
Room: Annapolis 1/2/3
IBC 17-28: Erecting/Moving/Raising/Floating a 1600-Ton Lift-Span Truss
David Rogowski, P.E. and Josh Crain, P.E., Genesis Structures, Inc, Kansas City, MO; Jack Pecora, P.E., JF White/Skanska JV, Framingham, MA
This paper highlights the challenges related to the design of the temporary works used to install the new Fore River Bridge (a 328’, 1600-ton vertical lift span truss) which was constructed on land on 20’ steel towers, rolled onto twin 54’x180’ barges with four (16) axle SPMT units, lifted to a final vertical height of 70’ above the water with self-raising towers and then floated into position with only 3” of clearance each end.
IBC 17-29: Rehabilitation Design and Construction of the Main Street Bridge
Robert Durfee, P.E., SECB, DuBois & King, Inc., Laconia, NH; Eric Ohanian, P.E., Tighe & Bond, Westwood, MA
The Main Street Bridge consists of three independent superstructures. After decades of heavy winter-time salt-usage and differential movement, the bridge required extensive rehabilitation due to heavy corrosion of deck, stringer, joint, and bearing components. Design included partial replacement of steel girders, framing, and deck modifications to merge the three superstructures into a single structure. Unique construction and traffic phasing minimized business impacts and accommodated cultural and tourist events throughout construction. Total construction cost was $3.4 million.
IBC 17-30: The Bayonne Bridge Main Span Steel Erection
Kevin O’Neill, P.E. and Thomas Rabinko, Siefert Associates, LLC, Naugatuck, CT
This presentation explores the challenges of erecting the steel of the new main span roadway of the Bayonne Bridge through the existing arch while the bridge remained open to traffic during construction; highlighting the surgical erection of new structural elements through the steel arch and suspenders, the analysis of the existing roadway under the load of hydraulic cranes during limited closures, and the design and implementation of custom rigging equipment and various other temporary works.
IBC 17-31: Construction of the Broadway Bridge Arch Spans over Arkansas River
Steve Eads, P.E., and John Boschert, P.E., Genesis Structures, Kansas City, MO; Kyle Allen, P.E., and Cooper Kyhl, P.E., Massman Construction Co., Overland Park, KS
The Broadway Bridge connects Little Rock and North Little Rock and spans the Arkansas River. The project was planned to minimize the duration of the roadway closure by incentivizing construction completion over a specific time-limit. Erection of the new spans was performed at high elevation using steel towers supported on deck barges. Following fast-track demolition of the existing bridge, the new spans were floated into position and prepared for deck placement and final construction activities.
IBC 17-32: Innovative Steel Erection Procedure for a Curved Girder Viaduct Over Water and Soft Soils
Michael Marks, P.E. and Zeus Wu, EIC Group LLC, Fairfield, NJ
The erection of this 1000’ long curved steel superstructure presented challenges due to the shallow river limiting the location of barge cranes, soft soils impeding crane positioning on land and the 70’ high superstructure complicating the configuration of support towers.
Innovative erecting techniques were developed, including rolling tower systems, transverse hanger beams supported on previously erected girders, assembly of girders supported on land and barges, and a rapidly adjustable pipe spreader beam.
IBC 17-33: Brooklyn Bridge Ramp C Pier Replacements
Andrew Ritter, P.E. and Vincent Siefert, P.E., Siefert Associates, LLC, Naugatuck, CT
An innovative temporary support system, for Ramp C to the Brooklyn Bridge, was engineered to replace failing concrete piers with two-piece steel piers. The inventive design was a modular system with custom lifting and handling devices that accommodated tight clearances and variable geometry between five locations. Creative engineering and careful planning allowed the contractor to perform the work using precise and controlled operations, minimize fabrication and on site costs, and not disrupt active traffic above.
IBC 17-34: Carroll Avenue Bridge Demolition
Jolene Fennema, P.E., Kiewit, Englewood, CO; Richard Walters, Kiewit, Hanover, MD
The Carroll Avenue (MD 195) Bridge over Sligo Creek and Sligo Creek Parkway is an 83 year-old, 3-span, cast-in-place reinforced concrete open spandrel arch bridge that has been rehabilitated. Everything above the arch was demolished and rebuilt to match the original bridge. The contractor optimized the demolition sequence to reduce schedule and cost. In addition, the project required numerous temporary structures for access and to protect the public and the environment.
Tuesday, June 6; 8:00 a.m.—12:00 noon
Room: Woodrow Wilson A
IBC 17-35: Replacement of the Historic Greenfield Bridge
William Beining, P.E. and Anthony Ream, P.E., HDR Engineering, Weirton, WV; Patrick Hassett, City of Pittsburgh, Bureau of Transportation and Engineering, Pittsburgh, PA
In replacing the historic concrete arch linking the Pittsburgh neighborhood of Greenfield to Schenley Park, the designers were challenged to recreate a landmark structure while minimizing impacts to the congested Parkway running under the structure. From demolition of the existing bridge, to design and erection of the new 287’ steel arch, the challenges were met through careful planning, extraordinary community outreach, and innovative design features that recall the past while embracing the new.
IBC 17-36: Design and Construction of the Sir Ambrose Shea Vertical Lift Bridge Located in Placentia, Newfoundland and Labrador, Canada
Jack Ajrab, M.Sc., P.Eng. and Ryan O’Connell, Parsons, Ottawa, ON, Canada; Joanne McCall, P.Eng., P.E., Parsons, Markham, ON, Canada
The new Sir Ambrose Shea Vertical Lift Bridge is located in the Province of Newfoundland and Labrador on the east coast of Canada. The paper will go through the design process of a vertical lift bridge and the various options considered for the foundations, approach spans, lift span, counterweights, and the tubular towers and machine rooms. The durability and reliability features of the design will be presented, as well as construction challenges encountered.
IBC 17-37: Partial Isolation of a Bridge on Interstate 40 in the New Madrid Seismic Zone
Timothy Huff, Ph.D., P.E. and Jonathan Shoulders, Tennessee DOT, Nashville, TN
A Tennessee bridge on Interstate 40 was identified as a candidate for partial isolation. Seismic accelerations place the bridge in AASHTO Seismic Design Category C. Abutment construction is to be integral, with the superstructure at the piers supported on lead-rubber bearings. Ground motion records were selected and scaled to the 2,500 year response spectrum. Nonlinear response history analyses were performed to obtain final design displacements. Large substructure design shear reductions were realized.
IBC 17-38: Garden State Parkway Mainline Bridge over NJ Route 17
Manuel Vera Caraballo and David Hicks, P.E., Dewberry, Bloomfield, NJ; Lamis Malak, New Jersey Turnpike Authority, Woodbridge, NJ
Improvements to the GSP Interchange 163 in Paramus, NJ are discussed. Various alternatives of span configuration, span length and skew angle were evaluated for the mainline structure over NJ Route 17. A 235’ single-span structure constructed on a 55 degree skew was selected to minimize traffic impacts, and future inspection and maintenance costs. The design and detailing of the bridge considered the structure’s span length, severe skew angle, and erection.
IBC 17-39: Virginia’s First Long-Span GRS-IBS Project
Ahmad Faqiri, Pennoni Associates, Inc., Herndon, VA
The Mine Road Bridge over Rocky Run, located in the Embrey Mill Community in Stafford County, Virginia, is a 120 foot-long Prestressed AASHTO Bulb-Tee multi-girder bridge supported by Geosynthetic Reinforced Soil-Integrated Bridge System (GRS-IBS). The GRS-IBS allowed the bridge to span long enough to push its abutments to the edge of the wetland. The focus of this paper is to discuss design alternatives, report on the construction activities, and discuss lessons learned.
IBC 17-40: Long-term Performance and Durability of Bridge Beams Prestressed with Innovative Carbon Fiber Reinforced Polymer Strands
Nabil Grace, Ph.D., P.E., FESD and Mena Bebawy, Ph.D., P.E., Lawrence Technological University, Southfield, MI; Dr. Tsuyoshi Enomoto, Tokyo Rope USA, Canton, MI
A four-year long extensive research investigation has been executed to evaluate long-term performance of highway bridge beams prestressed with carbon fiber composite cable (CFCC) strands. The investigation included long-term monitoring and testing of unbonded prestressed CFCC strands as well as CFCC pretensioned bridge beams to evaluate long-term characteristics such as creep rupture strength, relaxation, and long-term prestress loss. Test results were used in the design of several highway bridges in Michigan and other states.
IBC 17-41: Bridge Systems on the New NY Bridge
Michael Whalen, P.E., HDR Engineering, White Plains, NY; Marco Buyson, HDR Engineering, Tarrytown, NY
On the new modern super crossings like the New NY Bridge to replace the Tappan Zee, the bridge systems become the heart beat and lifeline of the bridge. In this presentation, we will focus on the various systems which are part of the New NY Bridge project. These systems include power distribution, fiber optic communication, roadway lighting, ITS traffic signage, structural health monitoring, security and mechanical sub systems.
Tuesday, June 6; 8:00 a.m.—12:00 noon
Room: Woodrow Wilson B/C/D
IBC 17-42: Field Testing, 3D Modeling, and Load Rating of the Transit Track Bridges over Lorain Avenue
Edward Baznik, P.E., and Christopher Cummings, P.E., Michael Baker International, Cleveland, OH; Robert Connor, P.E., Ph.D., Purdue University, West Lafayette, IN; James Stock, P.E., Greater Cleveland Regional Transit Authority, Cleveland, OH
Two large web cracks were discovered in a continuous steel through girder bridge that carries commuter trains over Lorain Avenue in Cleveland, Ohio. To determine the likely cause the project team performed inspection, sampling, testing, evaluation and analysis. This information was used in combination with a 3D finite element model to understand the web cracking, predict future cracking, evaluate retrofits and load rate the bridge.
IBC 17-43: West 73rd Street Grade Separation Project – Cleveland, OH
Kirsten Bowen, P.E., and Kimberly Guice, P.E., Michael Baker International, Cleveland, OH; Julie Meyer, P.E. and Robert Wallace, P.E., Ohio DOT, Garfield Heights, OH
One of the goals of the City of Cleveland’s 2004 Lakefront Plan was to enhance neighborhood connectivity with the Lake Erie Waterfront. In order to achieve this goal, a grade separation was proposed with an extension of West 73rd Street under Norfolk Southern’s mainline. This presentation will discuss the importance of this project as part of the overall Lakefront plan, design details, challenges of the urban landscape, construction coordination and highlights.
IBC 17-44: WB-207 & WB-208 Railroad Bridge Replacements over I-76
Matthew Macey, P.E., CDR Maguire Inc., Pittsburgh, PA; Brad Updegrave, P.E., Pennsylvania Turnpike Commission, Middletown, PA
The Pennsylvania Turnpike Commission will be widening a 2-mile section of I-76 at the Beaver Valley Interchange. In advance of this total reconstruction project, two overhead Norfolk Southern Railroad bridges were replaced. This presentation will discuss the design, fabrication, and construction of the adjacent 2-Span Railroad Bridges over I-76. The Thru-Girder superstructures had many critical details due to the requirement of all bolted connections.
IBC 17-45: San Diego River Bridge Double Track: Innovative Project Delivery over a Coastal River
Nathan Johnson and Ebrahim Amirihormozaki, Kleinfelder, San Diego, CA
This $95M project will provide a new double-track segment on the second-busiest passenger-rail corridor in the US. The centerpiece is a 1000-foot crossing over the San Diego River. Site challenges included seismically induced liquefaction, soil susceptible to surcharge settlement, and limited shared corridor right-of-way. This paper will describe project delivery using the CMGC approach, technical obstacles that were overcome using innovative design methods, and lessons learned regarding the delivery method and challenging river site.
IBC 17-46: Preserving Railroad History while Upgrading for Modern Service
Steven Deller, P.E. and Michael McGowan, P.E., Gannett Fleming, Inc., Camp Hill, PA; Robert Lund, Jr., P.E., SEPTA, Philadelphia, PA
SEPTA operates on three viaducts over the Cobbs, Darby and Ridley Creeks in Delaware County Pennsylvania. Some of the piers and abutments date to the 1850’s when built by the West Chester & Philadelphia Railroad with the wrought iron and soft steel superstructure being built in the 1890’s by the Philadelphia, Wilmington & Baltimore Railroad according to PRR specifications. This project replaced track, performed concrete, steel and masonry repairs, built walls and repainted the bridges.
IBC 17-ST: Automated Network-Level Assessment of Bridge Clearance on Highways Using Mobile LiDAR Data
Suliman Gargoum, University of Alberta, Alberta, Canada
IBC 17-48: Direct Fixation Design Challenges for the North Metro Rail Line Skyway Bridge
Taylor Perkins, P.E., S.E., Stantec, Lexington, KY; Jim Bader, P.E., Stantec, Denver, CO
The North Metro Rail Line Skyway Bridge is a 9,533’ curvilinear commuter rail structure with 64 prestressed concrete girder spans that, upon completion, will become Colorado’s longest bridge. The structure utilizes a direct fixation deck with continuously welded rail running the full length of the structure. This paper explores the design challenges due to the complex rail-structure interaction and details the unique analysis performed to eliminate the need for rail expansion joints on the structure.