Tuesday, June 16, 2026
Technical Sessions
Research Session
IBC 26-42: Testing and Evaluation of Extreme Weather and Environmental Impact on FRP Rebar Tensile Strength
Amanda Bao, Rochester Institute of Technology, Rochester, NY; James Warren, Rochester Institute of Technology, Rochester, NY; Giulio Rasi, Rochester Institute of Technology, Rochester, NY
Fiber Reinforced Polymer (FRP) reinforcing bars have received growing applications in the bridge engineering and construction industry to replace conventional steel bars due to their excellent corrosion resistance, higher tensile strength and lighter weight. Glass Fiber Reinforced Polymer (GFRP) rebars have been used in bridge deck construction since 1996 in the US, and field data for GFRP rebars durability in real-world settings are still very limited. Inclement weather conditions, like severe cold and intense storms, have been increasing in frequency and intensity in recent decades. These weather events combined with chemical exposure, such as deicing agents, acidic and/or alkaline environments, negatively impact the structural integrity of bridges. In this study, tensile strengths of GFRP rebars are tested and evaluated for the temperature range from -35 Celsius (-31 Fahrenheit) to 22 Celsius (72 Fahrenheit), and chemical exposures in alkaline (bleach) solutions, acidic (vinegar) solutions, and various concentrations of salt solutions ranging from 1% to 25%. The results are compared with the tensile strengths of conventional steel rebars in the same conditions. This study advances the knowledge of understanding GFRP rebar behaviors in adverse weather and environmental conditions, and will facilitate further the GFRP rebar application and development in bridge engineering practices, especially in cold and coastal regions.
IBC 26-43: Structural Redundancy Analysis for Continuous Steel Two-Girder Bridges: Evaluation of Capacity and Failure Modes
Cem Korkmaz, Purdue University, West Lafayette, IN; Robert Connor, Purdue University, West Lafayette, IN
This study presents structural redundancy evaluations of three two-girder steel bridge systems using finite element analysis to assess their capacity and behavior under fracture conditions. Following AASHTO SRM Guide Specifications, detailed three-dimensional FEA models were developed in ABAQUS to simulate member fractures at critical locations and evaluate bridge response under Redundancy I and II load combinations. The analysis includes two girder bridges using geometries typical of real bridge applications. Multiple fracture scenarios across different spans were evaluated to identify controlling limit states and failure modes. Results demonstrate that 2-girder systems may have redundancy challenges due to limited load sharing between intact and fractured girders This limitation results from low torsional stiffness and relatively flexible lateral bracing and floor beams, which severely restrict load redistribution. When one girder fractures, the remaining intact girder carry substantially increased loads, causing the fractured girder to behave as a cantilever beam. The controlling failure mode was identified as buckling at section changes near piers on fractured girders, with high displacement differences between intact and fractured girders. These behaviors may reduce reserve capacity below Redundancy I and II thresholds. Analysis revealed that the evaluated 2-girder bridges did not meet SRM qualification requirements due to inadequate load transfer mechanisms between the two main load-carrying members. This research provides bridge engineers with critical guidance on the need for careful evaluation when 2-girder systems are evaluated for redundancy performance.
IBC 26-44: A dynamic-analysis workflow for designing bridge piers to resist vessel impact loading
Gary Consolazio, University of Florida, Gainesville, FL; Anand Patil, University of Florida, Gainesville, FL; Henry Bollmann, University of Florida, Gainesville, FL
Procedures that utilize static forces in structural analyses to design and/or assess bridge piers for vessel collision loading are well established and are documented in the AASHTO bridge design specifications. Alternative procedures, developed based on both experimental and analytical research findings, enable engineers to further incorporate time-varying dynamic effects into bridge design. The use of dynamic design procedures can lead to bridge structures that exhibit improved robustness in terms of vessel collision resistance. However, the manner in which commonly used static design procedures should be adapted to include dynamic effects is not necessarily obvious. This paper discusses practical software-based approaches that employ dynamic structural analysis to simulate dynamic vessel-pier interactions, extend existing static design procedures to include dynamic effects, and quantify the resulting structural responses. A dynamic workflow will be presented that includes simplifying assumptions that are useful in initiating dynamic design; efficient methods for computing dynamic impact loads and pier responses; quantifying demand-to-capacity ratios when working with time-varying dynamic loads and responses; and a framework for conducting an AASHTO Method II risk assessment based on dynamic analysis results.
IBC 26-45: Data-Driven Evaluation of Internal Redundancy in Built-Up Steel Girders
Charles Kieffer III, Purdue University, West Lafayette, IN; Robert Connor, Purdue University, West Lafayette, IN; Cem Korkmaz, Purdue University, West Lafayette, IN; Aurora Ebert, Purdue University, West Lafayette, IN
The classification of main structural components of in-service bridges as Non-Redundant Steel Tension Members (NSTM), necessitates expensive, hands-on inspections at a regular interval. This project introduces a validated, data-driven approach to evaluate and reclassify the riveted built-up steel plate girders of two major Indiana DOT structures—the US 41 over White River Bridge and the I-74 over Wabash River Bridges—as Internally Redundant Members (IRM), thereby replacing NSTM inspections with special IRM inspections at less frequent intervals. The evaluation adhered to the AASHTO Guide Specifications for Internal Redundancy but went beyond standard analytical methods. The core innovation involved overcoming the limitations of conservative fatigue life estimates derived from typical AASHTOWare models and the AASHTO Fatigue Truck. To achieve a realistic remaining fatigue life, long-term stress monitoring was performed on the structures. The in-situ measured stress-range histograms were used to calculate the true effective stress ranges, which were then applied to scale the analytical moment ranges. This data-informed approach, coupled with an Excel Macro developed to efficiently interface with the NSBA IRM spreadsheet tool across hundreds of cross-sections, successfully justified the redundancy of the members. Specifically, nearly 94% of the girders on the US 41 Bridge and 79% on the I-74 Bridges were determined to be IRMs. The successful reclassification of these members provides bridge owners with a substantial reduction in inspection costs by allowing the maximum 10-year inspection interval, offering a rational, validated framework for the safety and service life extension of similar mechanically-fastened built-up steel bridges nationwide.
IBC 26-46: Evaluating future options for the Seal Island Bridge
Dillon Betts, COWI North America, Halifax, Nova Scotia, Canada; Jorge Perez Armino, COWI, Halifax, Nova Scotia, Canada; Aaron Ferguson, COWI, Halifax, Canada, Nova Scotia, Canada; Will Crocker, Nova Scotia Public Works, Halifax, Canada, Nova Scotia, Canada
The Seal Island Bridge is a steel through-arch truss bridge in Cape Breton Island, Nova Scotia, Canada with a main span of 152 m over navigable waters. At over 60 years in service, the bridge is near the end of its design life and showing structural and operational difficulties. Therefore, the owner (Nova Scotia Public Works) initiated an investigation on options for the future of the crossing including potential full bridge rehabilitations or full bridge replacements. As a part of this study, a series of detailed and focused bridge inspections, including structural health monitoring (SHM), were performed to inform a structural analysis of the full bridge. Based on the results of the both the site investigations and the structural analysis, a rehabilitation plan was developed to ensure that the bridge could remain in service for an additional 15 years.
A benefit-cost analysis was performed to determine a sustainable long-term path forward for the crossing. The benefit-cost analysis included the task of identifying feasible long-term full-scale rehabilitation options as well as full bridge replacement options and, subsequently, comparing the options to a set of evaluation categories, including cost, features, risks, opportunities, and social implications. Eleven options, three rehabilitation options and eight replacement options, were developed and assessed. The highest ranked long-term paths forward were to replace the existing structure with a cast-in-place concrete segmental bridge or a steel arch bridge.
IBC 26-47: Optimal Approach for Addressing Reinforcement Corrosion of Bridge Decks and Improved Service Life with High Strength Corrosion Resistant Reinforcement
Hans Geber, CMC, ARODA, VA; Hans Geber, CMC, Irving, TX; Maher Tadros, e.Construct, USA, LLC, Omaha, NE
This paper addresses the design of bridge decks with various types of reinforcement. It is intended to show that cast-in-place decks can be cost effectively designed with corrosion resistant high strength reinforcement if current options in the AASHTO LRFD BDS are utilized. It will be shown that the analytical “strip” method can be an effective design method if the crack control criteria are revised to truly reflect the behavior of bridge decks, where the dominant cracking pattern is transverse to traffic. Thus, crack control equations should not be applied to the transverse reinforcement, implying longitudinal cracks. It will also be shown that the “Empirical Method” is a powerful tool with a strong track record for over 40 years, with more than two dozen states adopting it.
The results of this study show that it is possible to take advantage of high strength ASTM A1035 corrosion resistant steel despite its higher initial cost than ASTM A615 steel, if one considers life-cycle cost analysis. Using A615 Galvabars, with continuous machine galvanizing, per ASTM A1094, results in improvements over epoxy and hot-dip galvanized bars, but not the level of corrosion protection as A1035. Galvabars can be bent in the fabrication shop after galvanizing and even at the construction site.
Finally, adjustments to the Strip Method and to the Empirical Method are proposed to allow for wider use of these methods for high strength corrosion resistant steel, while still maintaining adequate serviceability, strength and achieving superior durability.
Bridge Rehabilitation 2 Session
IBC 26-48: Ultra-High-Performance Geopolymer Concrete for Bridge Applications: Advancing Sustainable Structural Performance
Hafiz Abdul Basit, University of Louisiana at Lafayette, Lafayette, LA; Mohammad Jamal Khattak, University of Louisiana at Lafayette, Lafayette, LA
Ultra-High-Performance Geopolymer Concrete (UHPGC) represents a new generation of cement-free binder technology that can significantly enhance structural performance and sustainability in bridge engineering. This research investigates the development and material characterization of a slag- and fly-ash-based UHPGC designed to meet and exceed the high mechanical and durability requirements of bridge structures and rehabilitation works. Experimental results demonstrate compressive strengths exceeding 120 MPa, which shows its potential as a structural material comparable to traditional Ultra-High-Performance Concrete (UHPC). The geopolymer matrix exhibits a dense microstructure with refined pore distribution, contributing to improved resistance to chloride ingress and long-term durability, which is essential for coastal and deicing salt exposure conditions. Building on its mechanical and durability advantages, the research identifies potential structural applications of UHPGC in accelerated bridge construction and lightweight rehabilitation components such as link slabs, deck overlays, and prefabricated structural elements. Additionally, the fully cement-free composition offers a marked reduction in embodied carbon, aligning with industry initiatives such as SE2050 toward low-carbon bridge infrastructure. Overall, the study highlights UHPGC as a high-performance, sustainable alternative material capable of extending service life, enhancing resilience, and promoting next-generation bridge construction and rehabilitation practices.
IBC 26-49: Engineering Solutions for Jacking a 1200 Ton Truss Bridge for a Rocker Bearing Replacement
Shawn Throne, Modjeski and Masters, Inc., Mechanicsburg, PA
Modjeski and Masters, Inc. provided engineering services to PennDOT District 1-0 to replace overextended rocker bearings on the SR 0059 Steel Deck Truss Bridge, an 1800 ft bridge that is a vital transportation link spanning the scenic Allegheny Reservoir in Warren County, PA. This presentation highlights the key design decisions and construction challenges involved in this complex rocker bearing replacement operation. The key topics include the issues leading to the decision to replace four of the existing rocker bearings, the design and unique detailing of new high-load multi-rotational (HLMR) bearings and the new custom steel bolsters and sole plates to integrate the new HLMR bearing connections to the existing truss. Additional topics include the evaluation of possible jacking options and associated load path challenges of each option, and the complex analysis and strengthening of the truss required for the recommended jacking scheme. The extensive concrete repairs which were required at the piers will also be mentioned. The session will conclude with construction highlights, photographs, lessons learned and practical takeaways applicable to similar rocker bearing replacement projects.
IBC 26-50: Field Implementation and Monitoring of UHPC Gusset Plate Repair
Ryan Johns, EIT, University of Connecticut, Storrs Mansfield, CT; Alexandra Hain, PhD, PE, University of Connecticut, Storrs Mansfield, CT; Sarira Motaref, PhD, PE, University of Connecticut, Storrs Mansfield, CT
Corrosion in steel bridges continues to be a leading cause of deterioration in today’s infrastructure. To address this issue, the Connecticut Department of Transportation (CTDOT), in collaboration with the University of Connecticut (UConn) and CHA Consulting, has implemented a new repair method inspired by previous ultra-high performance concrete (UHPC) beam-end repair projects. This approach uses UHPC encasement with embedded shear studs to create an alternate load path that bypasses the corroded steel and restores capacity to the corroded regions.
The Commodore Isaac Hull Bridge, located in Connecticut, was issued an emergency declaration due to the significant deterioration of its gusset plates. This project represents the first field implementation of a UHPC repair method for gusset plate strengthening. Over sixty strain gauges were installed in multiple locations to record baseline and post-repair data under live traffic both before and after weight restrictions were lifted.
This presentation provides an overview of the successful field implementation of the repair, along with performance monitoring to empirically confirm activation of the repair method, and lessons learned throughout implementation. The findings from this application are expected to provide an additional repair option and contribute to the continued advancement of UHPC encasement as a durable, field-applicable solution for steel bridge rehabilitation.
IBC 26-51: Northern New England’s First UHPC overlay
Adam Stockin, WSP USA, Merrimack, NH; Robert Young, Vermont Agency of Transportation, Barre, VT; Timothy Polson, WSP USA, Merrimack, NH
This Accelerated Bridge Construction (ABC) project consisted of the replacement of a 59’ steel beam bridge perched on deep ledge cuts over the Green Mountain Railroad carrying Route 5 built in 1929.
To minimize impacts to the traveling public and the railroad, the bridge was replaced in 28 days. The proposed bridge consisted of cast in place subfootings with dowels into existing ledge and prefabricated substructure and superstructure units.
While UHPC overlays are typically utilized for deck rehabilitation projects, VTrans received an increase in the federal share to utilize this innovative technology for this replacement project. One of the project goals was to serve as a pilot project for VTrans to better understand specifying and constructing UHPC overlays to add this tool to the toolbox for future bridge rehabilitations. The specification was created for this project and included a mockup pour at the specified 7% profile grade prior to the overlay deck placement. Since this was the first placement of its kind in the region, this mockup built confidence for the owner and contractor for the ultimate placement. As another avenue to learn more about the material, VTrans required that the overlay be placed one half at a time to resemble the typical phased construction placement.
The project was successful in meeting the current needs of the community while providing future value for the use of this innovative technology which greatly increases the service life of bridges.
IBC 26-52: Theodore Roosevelt Bridge Case Study: Cathodic Protection for Service Life Extension
Alex Ball, Vector Corrosion Technologies, Hoboken, NJ
The Theodore Roosevelt Bridge was built in 1960 as a necessary connection between Washington DC and the neighboring Arlington County, Virginia. The bridge carries 3 lanes of vehicular traffic in-bound towards Washington, DC as well as 3 lanes out-bound towards Arlington County.
The Theodore Roosevelt Bridge is considered a significant crossing due to its proximity to the National Mall, White House, and other significant National monuments while performing as a major connection point on the DC Evacuation Route and the National Highway System. The bridge has been maintained by District Department of Transportation (DDOT) since original construction with the last round of repairs performed in 2005.
Embedded Galvanic Cathodic Protection anodes were used in large repair areas at the DC abutment east rigid wall to address the risk of insipid anode formation between the new and old concrete interface. The anodes accomplished the stated project goal to extend the service life of the bridge by 20-30 years. This project presents a use case for mitigating corrosion risk in substructure re-use project.
IBC 26-53: Reconstruction of Pulaski Skyway Truss at Pier 98
Gregory Ricks, HNTB, Parsippany, NJ; Parth Rana, HNTB, Parsippany, NJ; Sean Healy, HNTB, Parsippany, NJ
On the historic 3.5 mile Pulaski Skyway viaduct, cracks formed in gusset plates, caused by leaking finger joints above and pack rust-inhibited bearings below. The cracks developed at the western end of the 94-year-old viaduct’s truss spans, above Pier 98, which separates the western approach girder spans from the truss spans. Following repairs to stabilize the fractured gusset plates, HNTB developed a truss panel replacement and reconfiguration solution to restore the structure while reducing future thermal demands at the affected gusset plates.
The 104-foot girder span to the west of Pier 98 is supported on a bearing embedded within the truss vertical. The degraded rotational performance of this fixed bearing along with locked-up rollers at the expansion bearing on the opposite end of the girder span generated substantial bending demands in the truss vertical. The reconstruction approach prevents future thermal force accumulation across the span and includes the addition of new members that will limit potential for bending in the vertical. The new members instead resolve thermal forces developed along the girder span through a more truss-like (axial) load path. The replacement scheme was detailed to maintain the aesthetic of the existing NJDOT-owned truss structure, which holds historic significance to the State of New Jersey.
AI/ Digitial Delivery 2 Session
IBC 26-54: Digital Workflow for Complex Urban Infrastructure — Model-Based Design and Coordination
Augustin Ceillier, Ramboll, Espoo, Finland; Sean LeCoultre, Ramboll, Espoo,Finland; Mica Gavric, Ramboll, Drammen, Norway
The E18/E39 Gartnerløkka–Kolsdalen project in Kristiansand, Norway, involves the complete reconstruction of a complex urban interchange connecting two of Norway’s main highways. With multiple bridges, retaining walls, and urban interfaces, the project demanded a new level of design coordination between disciplines and stakeholders.
Unlike conventional design processes driven by drawings, this project adopted a fully model-based workflow, where digital models became the single source of truth across design disciplines. Ramboll and Eiffage jointly developed a connected workflow combining Quadri, Rhino/Grasshopper, SOFiSTiK, and Tekla Structures — ensuring that geometry, design variables, and metadata remained consistent across all environments.
The integration of this digital ecosystem enabled automated generation of structural models, centralized data validation, and direct communication between design and site. While the project embraced high levels of automation, engineering judgment and constructability input from the contractor were key to defining when automation adds value and when manual control remains essential.
This presentation provides an overview of the digital workflow developed for one of Norway’s most complex infrastructure corridors, emphasizing collaboration and communication between designer, contractorand client. It highlights how model-based coordination supports drawingless delivery, improved data reliability, and faster design iterations.
IBC 26-55: Beyond BIM: Digital Twins for 3D Digital Project Deliverables
Alex Mabrich, Bentley Systems, Sunrise, FL
As the infrastructure industry is consolidating on the use of 3D models and applying the BIM methodology, the challenge is to build a comprehensive model of the entire project and not just its individual parts: roadways, bridges, drainage, geotechnical and vertical structures. These different disciplines use specific software solutions and file formats to accomplish the tasks at hand. However, to combine them into a single model for design reviews, construction, operation, and maintenance is not an easy endeavor.
The purpose of this paper is to show how a digital twin can be generated using different file formats created by different applications, while retaining the intelligence of the 3D model. Then, this digital twin or iTwin can be used in a collaborative environment for design reviews, conflict detection, construction planning, operations, and asset management.
IBC 26-56: Integrating Computer Vision Structural Monitoring with Digital Twins for Enhanced Bridge Management
Scott Snelling, Roebling Labs LLC, Cambridge, MA
Digital twins are transforming how bridge owners manage infrastructure by integrating disparate data sources into unified platforms that inform maintenance and rehabilitation decisions. This presentation demonstrates how computer vision structural monitoring represents an ideal sensor technology for digital twin integration, providing continuous structural health data.
Digital twins create virtual representations assets, consolidating inspection reports, design documents, load ratings, and sensor data into accessible formats for bridge managers. This integration enables data-driven decision-making and proactive maintenance planning. The challenge has been acquiring continuous structural performance data cost-effectively across bridge portfolios.
Computer vision monitoring addresses this gap by measuring deflections and vibrations to 0.001-inch precision using shore-based video sensors. Bridge managers install “virtual sensors” at any visible location on their digital model without physical sensors on the structure. The system detects overloaded vehicles, excessive environmental loads, and beyond-threshold structural deflections or cracks, automatically generating alerts with video documentation of incidents.
Case studies from multiple bridge types demonstrate practical implementation: Lowell Road over the Concord River, Robert Street Bridge, I-35W Bridge over the Mississippi River, Hennepin Avenue Bridge over the Mississippi River, and Rachel Carson Bridge. These projects illustrate deployment strategies, measurement capabilities, and integration with asset management workflows.
By combining digital twin platforms with computer vision monitoring, bridge managers gain visibility into structural behavior during the 99.9% of days when inspectors are not onsite. This enables early detection of damage and overloading, reducing lifecycle costs and increasing public safety through timely intervention before minor issues escalate into costly failures.
IBC 26-57: Data-Driven Evaluation for Safe Passage of Permit Vehicles on District of Columbia Bridges
Dena Khatami, EXP US Services Inc., Fairfax, VA; Jim Zhao, EXP US Services Inc., Fairfax, VA; Steve Mackey, EXP US Services Inc., Fairfax, VA; Laura MacNeil, District Department of Transportation, Washington DC; Hongting Zhao, District Department of Transportation, Washington, DC
Ensuring the safe passage of commercial vehicles across urban bridges is a dynamic challenge to modern infrastructure management in the District of Columbia. The District Department of Transportation (DDOT) meets this challenge with a robust, data-driven evaluation process for permit applications, designed to deliver results at impressive speed, often within hours. Each permit initiates a systematic journey: engineers map the truck’s route, identifying every bridge to be crossed, whether just a few or as many as thirty. DDOT has retained EXP US Services Inc. to assist them in conducting this service.
The evaluation begins with a careful review of the truck’s specifications, including axle count, weights, and spacings, with special attention given to unusually large vehicles. DDOT benchmarks each permit truck against a suite of standard vehicles: design trucks, legal vehicles, emergency responders, and previous permit trucks. For every bridge, engineers consult load rating data, leveraging both comprehensive inventories and real-time communications with DDOT administrators to fill any gaps. If a truck’s weight fits comfortably within safe limits, approval is swift. When a bridge’s capacity is in question, advanced modeling tools rapidly simulate the bridge’s response to the proposed load, comparing stress and deformation envelopes across multiple vehicle types.
This process is more than a technical exercise; it’s a collaborative effort blending engineering rigor and data-driven decision-making. The result is a permit system that not only protects critical infrastructure but also supports the flow of commerce and emergency services throughout the city, all delivered with remarkable efficiency.
IBC 26-58: Survival Analysis Framework for Remaining Fatigue Life Estimation in Steel Bridges
Farhad Farajiani, University of Wisconsin-Milwaukee, Milwaukee, WI; Habib Tabatabai, Ph.D., University of Wisconsin-Milwaukee, Milwaukee, WI
Conventional fatigue design and evaluation methods utilize AASHTO S-N curves that are intended to represent a 2.5% probability of failure. When assessing remaining fatigue life, the analysts typically consider the AASHTO S-N curve as a static line that remains unchanged as a structure experiences stress cycles over time. In fact, the conditional probability theory requires a dynamic view of the S-N curve to achieve the intended probability of failure (2.5%) as the previously applied stress cycles accumulate without failure. This study proposes a probabilistic framework for evaluating fatigue in steel bridges based on survival and conditional survival analyses that can address this issue. Survival analysis treats fatigue life as a cycles-to-failure parameter, allowing for the development of models that include covariates such as stress range and fatigue detail category. Conditional survival analysis expands this approach by updating the probability of survival as the structure ages without failure, allowing for more realistic estimates of remaining fatigue life even under variable-amplitude and sequence-dependent loading. The application of conditional survival analysis in estimating the remaining fatigue life of steel bridges for various AASHTO fatigue design categories is investigated. The results demonstrate that conditional survival analysis has a significant impact on the estimation of remaining fatigue life of steel bridges.
IBC 26-59: AI-Based Structural Optimisation of a Multi-Modal Swing Bridge
Benjamin Brunn, Ramboll, Hamburg, Germany; Martin N. Svendsen, Ramboll, Copenhagen, Denmark; Cassiele Birck de Menezes, Ramboll, Hamburg, Germany; Evangelos Ilias, Ramboll, London, United Kingdom; Steve Thompson, Ramboll, Southampton, United Kingdom
In April 2021, the top chord of Bremerhaven Port’s historic swing bridge (constructed circa 1930) failed during operation, leading to a structural collapse that rendered the bridge unserviceable. To restore navigational access for shipping, the damaged bridge was demolished, creating a critical disconnection between the Port and its northern rail and road links. The replacement structure therefore needed to address both the loss of transport connectivity and modern navigational requirements.
The new swing bridge is designed to span a widened 70-metre navigation channel and provide a two-lane roadway, an integrated railway line, and a shared-use path for pedestrians and cyclists. The selection of bridge form and geometry was guided by stringent site constraints, harbour authority requirements, and operational demands.
Following the development of the initial concept and primary truss configuration, an AI-driven structural optimisation framework was implemented to refine the key structural elements. The optimisation targeted the reduction of total steel mass by adjusting member sizes and plate thicknesses while maintaining structural integrity. The resulting weight reduction influenced the dynamic balance during swing operations, requiring subsequent adjustment of the counterweight to maintain operational equilibrium.
The paper presents the design development process and demonstrates how AI-based optimisation contributed to a more efficient, cost-effective, and sustainable bridge solution within the complex technical and operational context of a working port.
Construction 2 Session
IBC 26-60: Long Reach Tower Crane Ties
Andrew Ritter, PE, GZA GeoEnvironmental, Inc. d/b/a Siefert Associates, Watertown, CT
The construction of the new Gordie Howe International Bridge (GHIB) is nearing completion. It has a clear span of 853 meters (0.53 miles) over the Detroit River, connecting Detroit, MI and Windsor, ON. In order to accomplish this impressive feat, the two bridge towers, aka pylons, rise over 219 meters (719 feet) above grade. These dimensions set the GHIB at the top of North America’s list of longest and tallest cable-stayed bridges.
Similar to many bridge projects of this type, a tower crane serviced the construction of each nearly identical pylon. For various reasons on site, neither tower crane could be positioned with close proximity to the pylon. Here lies the temporary works challenge: how do we brace a tower crane to a pylon that is roughly 9 – 27 meters (30 – 90 feet) away, and achieve the required strength and stiffness? The tower crane manufacturer prescribed five levels of bracing with extreme stiffness criteria. Siefert Associates developed two distinct custom bracing systems that included a combination of individual axial force members, truss elements, force transfer beams, and robust connections with adjustability all around. This technical paper will tell the story of the design evolution, highly customized solutions, and successful results.
IBC 26-61: Construction Equipment on Bridges
Ian Ebersole, Foothills Bridge Co., Boulder, CO; Josh Crain, Genesis Structures, Kansas City, MO; Nikk Edgemond, Genesis Structures, Kansas City, MO
Taking down (or rehabilitating) a big bridge often requires big tools. Evaluating heavy construction equipment on a bridge builds on standard engineering methods, but carries unique considerations depending on the specific machine and bridge configuration. Published references are rare, often requiring significant use of engineering judgement, and close coordination between the contractor, engineer, and owner to find appropriate and effective solutions.
Foothills Bridge Co and Genesis Structures have set the standard for bridge demolition engineering in North America over the past 20 years. Together, they have completed hundreds of projects, many of which included evaluating the use of heavy, oversized, or downright unconventional pieces of construction equipment operating on bridges.
This presentation will discuss a handful of the common challenges that arise in these scenarios, key points to discuss with your project teams, and highlight some of the solutions which have led to successful projects.
IBC 26-62: Continuous Curved Girder Interstate Highway Bridge Erection; falsework design and inspection; uplift control
Robert Cisneros, High Steel Structures, LLC, Lancaster, PA; Michael DiArcangelo, High Steel Structures, LLC, Lancaster, PA; Hayden Calaman, High Steel Structures, LLC, Lancaster, PA
The paper will walk the reader through construction engineering of horizontally curved multi-girder bridges performed in accordance with the AASHTO LRFD Bridge Design Specifications, with rigging analyses following the AISC LRFD/ASD Design Methods. Several two, three and four span mulit-girder bridge projects will be high-lighted in the 130 ft to 300 ft span range. LRFD construction stability analyses, crane placements, rigging methods, erection sequence and falsework loading will be discussed. Example vertical & horizontal geometric control for falsework tower placements will be reviewed, including girder setting elevations, cross frame erected position (no-load vs steel dead load fit), and lateral/longitudinal temporary tower supports. Methods of controlling temporary uplift as bridge erection progresses also be discussed. Some discussion of the various means & methods of fabricating and erecting curved girders will be presented as well.
IBC 26-63: IL 59 Ped Bridge and Precast Boardwalk
Matthew Santeford, GFT, Schaumburg, IL; Cody Gastel, GFT, Schaumburg, IL
The IL 59 Bridge and Trail Improvements project in Streamwood, IL is a major step in achieving the Village’s vision from their 2018 Comprehensive Plan of providing connectivity and an improved balance between various modes of transportation. The project provides a new multi-use path crossing over a busy state route that was constructed thru a large wetland area. Innovative design elements include a 2,095’ long bridge to limit impacts to the wetland, consisting of five pedestrian truss spans and 74 spans of precast concrete boardwalk. Extensive outreach with stakeholders was completed to determine the optimal path alignment, aesthetic treatments and amenities for this new facility. Coordination with IDOT for impacts to the state route was critical to approval of the project. Construction challenges included improving the wetland surface for heavy equipment and pile driving in varying soil conditions. The Village was able to utilize multiple funding sources including ITEP, STP Shared Fund and INVEST in Cook for construction. This presentation demonstrates how this project was progressed from feasibility studies to final design and thru construction, and how improvement will provide the opportunity to advance the future plans for multi-use paths along the corridor.
IBC 26-64: Restoring Connections: The Bancroft Pedestrian Bridge Replacement After Hurricane Ida
Barry Benton, Greenman Pedersen Inc, Milford, DE
The Bancroft Pedestrian Bridge Alternatives Study and Replacement project demonstrates innovative engineering in the face of disaster recovery, historic preservation, and environmental sensitivity. After Hurricane Ida severely damaged the only pedestrian connection across Brandywine Creek in Wilmington, Delaware, GPI led a feasibility study, design, and construction effort to restore this vital link. The team employed terrestrial LiDAR scanning, drone technology, and hydrographic surveys to create a 3D digital model, enabling precise documentation and informed community engagement. Three alternatives were evaluated against criteria including resiliency, cost, constructability, aesthetics, functionality, and schedule. The selected solution—a prefabricated weathering steel truss bridge—was installed using cranes in a single day, minimizing disruption to park users and wildlife. The design elevated the bridge above the FEMA 500-year flood level, eliminated in-stream piers, and incorporated accessibility and sustainability features. Extensive coordination with stakeholders ensured the preservation of historic character and protection of sensitive habitats. The project sets a precedent for integrating rapid disaster response, advanced technology, and stakeholder-driven design in pedestrian infrastructure. The restored bridge reconnects neighborhoods and park trails, enhancing community life and resilience. This case study offers valuable lessons for future projects balancing technical, environmental, and social complexities.
IBC 26-65: Brockport Bicentennial Bridge
Lana Potapova, Arup, New York, NY
Brockport Bicentennial Bridge is a 600ft long 90ft clear spanning pedestrian bridge over the
Erie Canal that connects SUNY Brockport campus to the Empire State Trail. Constructed adjacent to an existing Erie Canal guard gate, the bridge aims to transform the historic waterway to grow tourism and spur economic activity in the area for decades to come. Parametric BIM approach in collaboration with SHoP Architects was employed to design the main bridge and surrounding site.
The bridge’s unique superstructure features a steel waffle slab carrying a timber deck. Geometry and erection control/progressive fit up was critical to bridge success for the 11-span continuous curved haunched steel box girders. Advanced global analysis, including footfall and use of tuned mass dampers were essential to realizing the design. Designing the bridge to be erected, operated, and maintained with minimal disruption to canal operations while honoring the legacy of the historic guard gate structures is central to the project. Arup is the Engineer of Record and Prime Consultant.
Bridge Design 2 Session
IBC 26-66: Wind Engineering of the I-395 Signature Bridge in Miami
Zachary Taylor, Rowan, Williams, Davies & Irwin, Inc. (RWDI), Guelph, Ontario, Canada; Guy Larose; Derek Kelly
The I-395 Signature Bridge in Miami, Florida is currently under construction and promises to be a landmark structure for the city. The architectural design of the bridge is inspired by the connections it provides to the city and the form of a fountain. The bridge comprises six arches all connected to a central pier. The eastbound and westbound bridge decks will be supported by cables connected to each arch. The largest arch rises to an elevation of approximately 330 ft and is one of the most flexible structures in Miami. The presentation will focus on the wind engineering aspects of this complex signature bridge. These studies begin by assessing the local wind climate to define the wind hazard in one of the most punishing wind jurisdictions in the country. Aerodynamic stability of the structure was ensured both during in-service and construction configurations using sectional model and aeroelastic model wind tunnel tests. Due to the high wind speeds expected at the site it was important to accurately assess the wind loads acting on the bridge both in-service and during construction. Another unique feature of the bridge is the lighting installed on the cables. These embedded light features change the aerodynamics of the cables and the potential for wind-induced vibrations were quantified through full-scale wind tunnel testing.
IBC 26-67: Curved steel girders with Integral Post-Tensioned Concrete Cross-Girder
Robin Dominic, CDM Smith Inc., Pittsburgh, PA; Tyler Kerstetter, CDM Smith Inc., Harrisburg, PA; Hasan Alqennah
This paper details the construction of a 5-Span curved steel plate girder, integral post-tensioned concrete cross-girder, and an 8-foot-diameter technique drilled shaft using O-cel testing. A 100-foot-long temporary bridge was constructed over Tacony street to temporarily support the girders and formwork for the post-tensioned CIP concrete cross girder. The construction sequencing of the girders and cross-girder will be presented demonstrating the complexity of the construction. A comparison between design and construction of the items that are essential to the integrity of the system including the concrete cap reinforcing, the steel diaphragm connections, the post-tensioning sequencing, and the grouting procedure will be presented in detail. The temporary bridge served as temporary pier to support the steel girders from both sides until the integral post tensioned concrete cross-girder is fully constructed. An 8-foot-diameter technique drilled shaft using O-cel testing was utilized to verify the assumed rock strength with the actual rock failure. The production drilled shaft rock socket lengths were adjusted as needed based on the O-cel testing results. The concrete deck will be poured fall 2025 and the southbound structure will be open to traffic in April 2026. The presentation will include construction photos, videos, and drone shots. The southbound structure will be in service prior to the presentation.
IBC 26-68: Design and Construction of I-80 Bridge over Nescopeck Creek – Major Bridge Replacement Project
Reshmi Lal, PE, PMP, Michael Baker International, Harrisburg, PA; James Pease, P.E., Wagman Heavy Civil, York, PA
The I-80 Nescopeck Creek bridge replacement project is one of the six major interstate bridges being completed under PennDOT’s progressive major bridge public private partnership (P3) program. Bridging Pennsylvania Constructors teamed up with Michael Baker International (Design lead) and Wagman Heavy Civil, Inc (construction contractor) for design and construction of this $72 million project.
The project includes design and construction of four span continuous composite prestressed concrete PA bulb tee dual structures carrying both eastbound and westbound traffic that spans Nescopeck Creek in Black Creek Township, Luzerne County, PA. Each structure is 520 feet long with two central spans of 143 feet and end span of 116 feet each. Multi column bent piers with solid shafts on micropiles are proposed as the substructure. The bridge will be constructed in four phases, utilizing stage construction with over-widened shoulders on the eastbound bridge to maintain two lanes of traffic in both directions during and after construction. The project will replace and widen the bridges to provide wider shoulders that will meet current safety standards while facilitating future maintenance activities on the bridge. The widened portion of East Bound bridge (Phase 1) is complete, and overall project is scheduled to be completed by November 2027.
This presentation focuses on the design and construction of the bridge including lowering of the adjacent SR 3016 (Tank Road), highlighting the challenges, constraints and the innovative solutions implemented during the design and construction process.
IBC 26-69: Sliding a New Interstate Bridge: Design of the Commercial Street Bridge
Nicholas Burdette, ACEC/PA, Pittsburgh, PA, PA; Mike Szurley, Pennsylvania DOT, Bridgeville, PA
The I-376 Commercial Street Bridge in Pittsburgh, PA, carries 100,000 vehicles daily, providing access to the city from the east. Frequent maintenance to keep up with increasing deterioration of the 75-year-old structure has become costly, and the Pennsylvania Department of Transportation is replacing the bridge. Following completion of a Historic Bridge Rehabilitation Analysis, alternative analysis for the bridge replacement included two possible construction schemes and six structure types. Ultimately, replacement of the bridge on alignment using Accelerated Bridge Construction (ABC) techniques was selected. The Arched Steel Delta Frame replacement structure is being constructed adjacent to the existing bridge, and will be slid into place following explosive demolition of the existing bridge. This presentation will include the unique bridge design process, construction concept development, and showcase construction progress to complete the bridge on temporary foundations in preparation for a July 2026 planned slide-in and opening to traffic.
IBC 26-70: Design of the New Iowa 9 Mississippi River Truss Bridge at Lansing
Greg Hasbrouck, Parsons, Lake Bluff, IL
The IA 9 Black Hawk Bridge is a cantilever through truss bridge with a 650 ft main span that crosses the Mississippi River at Lansing, Iowa to Crawford County, Wisconsin. The current bridge is approaching the end of its useful life with the new replacement bridge currently under construction. The new design consists of a cantilever through truss bridge to replicate the historic nature of the existing bridge but including much wider 40 ft roadway and a longer 778 ft main span to increase mobility at the site.
It’s rather uncommon for a new long-span truss to be the type selected for a new replacement bridge due to the common redundancy and maintenance concerns. The presentation will discuss the preliminary truss layout and type selection including unique continuity design approach for the unequal span layout as well as constructability, durability, and detailed redundancy concepts for the new truss design. The unique continuity design approach dictated by the short side span on the Iowa approach and the increased main span length that balanced considerations for uplift, constructability, and redundancy. Constructability was evaluated to provide multiple options for truss erection for the contractor and reduce risk. Truss member and connection detailing as well as deck rebar selection and truss coatings were developed with long term durability and maintenance in mind. Finally, the latest in steel bridge redundancy was incorporated to effectively use both internally redundant member and system redundant member design to provide a fully redundant long span truss design.
IBC 26-71: The Buck O’Neil Bridge – Spanning the Missouri River with Kansas City’s Newest Urban Interchange
Mike Briggs, HNTB, Kansas City, MO; Allie Wagner, HNTB, Overland Park, KS
The Buck O’Neil Memorial Bridge project renewed and expanded a vital corridor in downtown Kansas City by replacing the aging triple-tied arch carrying US 169 over the Missouri River with pair of elevated viaducts including deep steel plate girders spanning over 450 feet to clear the navigation channel. The project also created direct system-to-system connectivity between I-35 and US 169, alleviating decades of congestion and delays that have resulted from highway traffic being forced onto the local system. Additional bridges replaced with the project include direct-connector ramps carrying I-35 and I-70 around the downtown loop, while other improvements streamlined the local streets adjacent to Kansas City’s River Market Historical District and Charles B. Wheeler Downtown Airport. Pedestrian and bicycle facilities were also added to the river crossing, overcoming long-standing barriers to the community while simultaneously improving safety.
The Buck O’Neil bridges span a navigable river, two federal levees with floodwalls, multiple Class 1 railroads and stayed below the FAA flight envelope, all while squeezed into the available right-of-way while managing significant utility conflicts. Achieving the project goals within the congested footprint required innovative and economical solutions that balanced conflicting requirements from the numerous project stakeholders and regulatory agencies. Fully opened to traffic in January 2025, the project constructed over 360,000 square feet of bridge deck, nearly two miles in combined length, and used more than 18 million pounds of structural steel in its superstructures.
Workshops
W-05: Autonomy Integrated, Real Time Bridge Digital Twins: State of the Practice
Marcin Kasiak, WSP USA Inc., Virginia Beach, VA
W-06: Post-Apocalyptic SNBI – After the First Submittal
Michael Baker International