Tuesday, June 13, 2023

Technical Sessions

Construction/Erection, Part 1

Session Chair: Mike Cuddy, P.E., TranSystems, Philadelphia, PA

IBC 23-32: Unique Girder Erection Techniques for Difficult Site Conditions in Kicking Horse Canyon
Brian Witte, P.Eng., P.E., Parsons, Westminster, CO; Justin Ramer, Parsons, Westminster, CO; Chris Koop, Parsons, Golden, BC  Canada

The Kicking Horse Canyon – Phase 4 project includes widening and realignment of approximately 5 km of Trans-Canada Highway 1   approximately 4 km East of Golden, BC.  The project is situated in rugged mountainous terrain adjacent to the narrow existing roadway which created significant challenges to all phases of construction including maintenance of traffic through all phases of construction.  The design-build team worked closely together to ensure the final design would be constructible.  The steep and varying terrain required bridge span lengths up to 70m, horizontal curves, longitudinal slopes, and transverse slopes (each up to 6%).  In addition, traffic staging required some structures to be constructed in multiple phases.

While these span lengths, horizontal curves, and steep slopes are typical for steel bridges, the location they had to be built on the Kicking Horse Canyon project was very atypical. A wide variety of creative techniques were required to construct each bridge since it was not feasible to position cranes to erect girders onto their final bearings using conventional methods. Solutions to overcome challenges included temporary crane trestles perched off the side of the mountain, steel trusses used to temporarily extend permanent pier caps, and hydraulic jacks and rollers system to launch girders transversely across the piers.

IBC 23-33: Strand Jacking of the I-64 Westbound Steel Girder Bridge over the Kanawha River
Peter Quinn, P.E., Tunstall Engineering Group, Cranberry Twp, PA ; Jarid Antonio, P.E., Tunstall Engineering Group, Cranberry Twp, PA; Shawn Tunstall, P.E., Tunstall Engineering Group, Cranberry Twp, PA; Thomas Hesmond, P.E., Brayman Construction Corporation, Saxonburg, PA; Jeff Slezak, P.E., Trumbull Corporation, Pittsburgh, PA

The US35/I-64 Nitro Interchange Project consists of the demolition and construction of six (6) bridges to reconfigure a portion of the interchange and replace the main river crossing.  The existing main truss bridge crossing over US35, Kanawha River, and CSX railroad will be replaced with twin 1344’-6” three-span steel haunched girder bridges with main spans of 563’-6”.  The girder webs vary in depth from 10’-11” to 15’-5” and the flanges are up to 54” wide and 3” thick for a total max pick of 330,000 lbs.  Spans 1 and 3 were erected using conventional construction methods erecting the girders using barge and land-based cranes, with falsework towers, pier brackets, and bracing supporting the girders.  The center span was constructed on barges, floated into place, and strand-jacked up until the splices with the previously erected girders could be made.  The total weight of the portion lifted into place was almost 3 million pounds.  Span 3 was longitudinally jacked to close the gaps at the splices.  The contractor and contractor’s construction engineer will provide details associated with the construction and construction engineering required to erect the new Westbound bridge.  Strand Jacking, Longitudinal Jacking, and other construction details will be discussed.

IBC 23-34: Transportation and Erection of Four Steel Arch Bridges
Thomas McNutt, P.E., P.Eng., Harbourside Engineering Consultants, Dartmouth, Nova Scotia  Canada; Robbie Fraser, Harbourside Engineering Consultants, Dartmouth, Nova Scotia  Canada; Stuart Herlt, Cherubini Bridges and Structures, Dartmouth, Nova Scotia  Canada

Waterfront Toronto has taken on the ambitious project to reinstate a natural river channel for the Don River where it empties into Lake Ontario to provide flood protection for the Port Lands area and surrounding neighborhoods. This project also converts a large industrial area to park land and mixed-use development close to downtown Toronto. The new river channel required the construction of four new bridges to provide access to the newly developed area.

To achieve the desired appearance, coupled with the need to accelerate bridge construction due to extensive Civil works undertaken across the entire site, it was determined that the best way to build the bridges, while minimizing visible field joints and producing high quality coatings, was to fabricate, assemble and paint large fully assembled segments at the fabrication shop and transport large completed steel superstructure segments to site. The bridges were fabricated and coated in Dartmouth, NS before each segment was loaded onto a barge. HEC developed the innovative solution for all aspects of fabrication, transportation and erection for each of the Port Land Bridges.

This paper will explore the challenges and design considerations required to transport and erect the two 56.1 m long fully fabricated steel arch bridges at Cherry Street from Dartmouth to Toronto. Harbourside developed the accelerated bridge construction procedures and designed the temporary works to load the bridge onto the barge, secure the bridge during transit, rotate the bridge on the barge after arriving in Toronto and finally lower the steel superstructure the bearings.

IBC 23-35: Innovative Construction of the Gambo Creek Bridge through Engineering and Contractor Collaboration
Michael Izzo, P.E., Whitney, Bailey, Cox & Magnani, LLC, Baltimore, MD; Marcus Gursky, P.E., Whitney, Bailey, Cos & Magnani, LLC, Baltimore, MD; Ren Persaud, Kokosing Construction Company, Inc., Annapolis Junction, MD

Built in 1940, the bridge over Gambo Creek at the Naval Support Facility (NSF) had long exceeded its life and was structurally deficient. Due to the 18-foot width and 10-ton weight restriction, many vehicles serving the base could not cross the bridge, which connected major areas of the NSF. Vehicles able to cross were confined by 9-foot lanes, which created hazardous conditions for passing motorists. As a vital link to NSF missions, replacing the bridge was critical to maintaining operations. Whitney, Bailey, Cox & Magnani, LLC (WBCM), as Engineer of Record, teamed with contractors CER, Inc. and Kokosing Construction Company, Inc. on this design-build bridge project, which faced multiple complexities, including a dense matrix of utilities, environmental constraints, culturally significant archeological sites, unexploded ordinances, and bridge alignment constraints, and required virtual communication throughout the COVID-19 pandemic. As environmentally-sensitive wetlands prevented traditional construction methods, the design-build team proposed directional drilling below the marshland to relocate utilities prior to bridge demolition. This allowed the new bridge to be constructed within its existing footprint, which the design-build team showed to be possible using sequential span-by-span demolition and construction. This innovative method, which impressed NAVFAC and received approval, consisted of using the new bridge to support the crane and advancing on new foundations and a temporary superstructure to construct each subsequent span, thus, avoiding a costly temporary trestle. The new 520-foot-long bridge significantly improves roadway width and load-carrying capacity, eliminating safety concerns and restoring full access for all vehicles necessary to support NSF operations.

IBC 23-36: Construction Innovation on India’s Longest Sea-crossing Mumbai Trans Harbour Link  (MTHL)
Hohsing Lee, P.E., AECOM, Sacramento, CA; Robin Sham, AECOM Asia, Hong Kong  Hong Kong; Sunil Wandhekar, MMRDA, Mumbai, Maharashtra, India

The Mumbai Trans Harbour Link (MTHL), a new 22 km sea crossing bridge across Mumbai Bay, will be composed of a dual three-lane expressway bridge connecting Sewri on the Mumbai side with Chirle on the Navi Mumbai side in Maharashtra. Of the total length, approximately 16.5 km will be over the sea and 5.5 km will be viaducts on land on either side. The MTHL project is developed by Mumbai Metropolitan Region Development Authority (MMRDA), which will provide a critical link between the two urban areas and quick access to the southern part of Navi Mumbai. The project has been divided into 3 civil packages and 1 system package. MMRDA awarded the design-build civil construction contracts in November 2017 with a 54-month deadline. The sea crossing is scheduled to open to traffic on the end of year When completed, MTHL would be the longest bridge / sea link in India.

The MTHL superstructure consists of mostly match-cast segmental precast prestressed continuous box girder for main lines, a typical span length of 60m, and several spans of orthotropic steel superstructure in the obligatory spans with a maximum span of 180m. In the ramps, cast-in-situ prestressed continuous box girder superstructure is provided. This paper highlights the construction innovation for the large diameter bored piles utilizing reverse circulation drilling machines, launching gantries erections on the large amount precast segments, fabrication of large block assembly in overseas, the lifting and erection of OSD spans, and other construction methods.

IBC 23-37: Keep Traffic Moving on the Benjamin Franklin Bridge
Qi Ye, P.E., CHI Consulting Engineers, LLC, Summit, NJ; Steven Htet, EIT, CHI Consulting Engineers, LLC, Summit, NJ; Kyunghwa Cha, CHI Consulting Engineers, LLC, Summit, NJ; Michael Rakowski, P.E., Delaware River Port Authority, Camden, NJ; Michael Venuto, P.E., Delaware River Port Authority, Camden, NJ

The Benjamin Franklin Bridge owned by DRPA is a suspension bridge with a 1,750-ft main span and two 752-ft side spans. It serves more than 100,000 vehicles and 200 trains per day. After over ninety-years’ service, the existing pins, end laterals and rocker links at both anchorages have experienced significant deterioration requiring replacement. The construction project was awarded to Skanska, who retained CHI to design alternate supports for the replacement work.

Limited space and access inside anchorages and high design loads posed major challenges for design and construction of alternate supports. Additionally, an overarching design objective was to minimize impacts on traffic operation during construction and improve contractor efficiency by eliminating restrictive track outage requirements. Innovative designs were required to achieve the project goals.

After extensive investigation, a compressive and coherent system of alternate supports was developed. It includes four parts: longitudinal struts; wind tongues and diagonal bracing; truss end diagonal reinforcement; and rocker links. The longitudinal struts pass through the openings in the concrete walls at anchorages behind the stiffening trusses. Each wind tongue consists of a longitudinal box beam passing through the openings in the first interior floorbeam, the end floorbeam and the concrete wall. The temporary rocker links are sandwiched in the tight space between the concrete walls and the existing rocker links.

It is scheduled that the retrofits in the Pennsylvania Anchorage will be completed at the beginning of 2023, and those for the New Jersey Anchorage will be completed in the fall of 2023.

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Design, Part 2

Session Chair: Brandon Chavel, Ph.D., P.E., Michael Baker International, Cleveland, OH

Calling All Bridge Designers!  This session features projects that solve challenging design constraints with the use of horizontally curved steel bridges, steel girder bridges with skewed supports, long span girder bridges, and a river crossing that uses a combination of prestressed concrete and steel units. Project presenters will discuss unique engineering solutions including specific cross-frame installation to limit uplift in a highly curved bridge, and the use of stainless steel as the for the primary structural elements to meet life cycle constraints.  The session will also include a new FHWA manual that will help designers evaluate and compute various components of bridge geometry.

IBC 23-38: Final Design and Uplift Mitigation for a 300′ radius Steel Curved Girder Bridge
Daniel Baxter, P.E., S.E., Michael Baker International, Minneapolis, MN; Alexandra Willloughby, Michael Baker International, Minneapolis, MN

This presentation will provide a case study of final design and uplift mitigation for a new horizontally-curved steel curved plate girder bridge with a 300’ minimum radius, located in Duluth, MN. Site constraints required that the structure, Bridge 69905, fit a specific span length configuration, which resulted in permanent uplift under dead load at the structure’s north abutment. The design methods chosen to minimize this uplift will be described, including the use of staged installation of select cross-frames and counterweight design. The use of refined analysis methods and provision of lateral bracing to minimize girder differential cambers will be described as well. The bridge was completed in Fall 2022.

IBC 23-39: Bridge over Fossvogur
Keith Brownlie, , RIBA AIA Intl’ Assoc., BEAM Architects, Bridport, Dorset  United Kingdom; James Marks, , RIBA AIA Intl’ Assoc., BEAM Architects, Bridport, Dorset  United Kingdom; Magnus Arason, EFLA, Reykjavík, Reykjavík, Iceland; Kristjan Uni Oskarsson, EFLA, Reykjavík, Reykjavík, Iceland

This paper discusses the engineering and architectural design of an important new bridge in the Icelandic capital Reykjavík, crossing the Fossvog inlet. Fossvog bridge is the key element of a new Bus Rapid Transit system and is configured for use by pedestrians and cyclists as well as the BRT. EFLA Engineers and BEAM Architects were awarded the design contract for the bridge following an international competition in December 2021.

The 270m long bridge is a curved steel girder structure with 5-spans of 45+60+60+60+45m. The primary structure is a pair of closed, airtight steel edge box-girders with transverse girders between them supporting a composite concrete deck. The edge girders are curved in plan and elevation and a shared-use path following a serpentine route shapes the structure into a dynamic architectural form.

Stainless steel is the chosen material for the primary structural elements based on Life Cycle Costing and the need for minimized in-service disruptions, making this the first stainless steel bridge to be constructed in Iceland. The design is following a CEEQUAL process – the bridge first in the country to do so.

The superstructure is supported on a series of transversely arranged V-piers. Piers, pile caps and abutments are cast in-situ, constructed within cofferdams on the seabed. The foundations rest on groups of hollow steel section tubes with reinforced concrete infill, rammed down to bedrock.

The paper outlines the above design features, focusing on the bridge form as well as parametric design of the superstructure and the proposed erection method.

IBC 23-40: The Good, The Bad, & The Ugly: Long, Phased & Highly Skewed Steel Bridge
Eric Dues, P.E., S.E., Gannett Fleming, Columbus, OH

Highly skewed structures present complex challenges in detailing, which are amplified as the skew exceeds 45-degrees, girders get longer and more laterally flexible, phasing requires fit-up amongst various phases of dead load deflection, and deck pours need to facilitate complex movements. This paper will explain these challenges and how the team solved each complex issue through analysis and detailed planning.

IBC 23-41: Design and Construction of the New Harry W. Nice / Thomas “Mac” Middleton Bridge
Stephen Matty, AECOM, Hunt Valley, MD; Edwin Salcedo Rueda, AECOM, Glen Allen, VA

The Harry W. Nice / Thomas “Mac” Middleton Bridge over the Potomac River replaces an existing 1.9-mile, two-lane undivided bridge with a new 61-foot-wide bridge, with four 12-foot-wide lanes, and a center median to increase traffic capacity, improve safety and facilitate access for maintenance and wide-load vehicles.

The new bridge was designed and constructed to cost effectively balance the number of spans against the number of the supporting piers. The design leveraged a combination of prestressed concrete girders in the low- and high-level approach spans with long-span, haunched steel girders over the main channel.  The substructure and foundations vary from pile bents to concrete columns and caps on waterline footings. The deep foundations are 36 and 66-inch prestressed concrete piles with lengths up to 190 feet. The design approach provided a simple and repetitive structure, which increased construction efficiency, allowing the design and construction to be completed within 24 months from notice of award.

The bridge incorporated many firsts for the Maryland Transportation Authority, such as cylinder piles with carbon-fiber prestressing strands, ChromX reinforcing steel in the bridge deck, and precast concrete drainage troughs beneath the modular expansion joints. Given the size of the piles, innovative equipment was used to drive the piles, along with the permanent design incorporating temporary elements to facilitate pile installation. Steel erection of the long spans was performed using one crane and angel wings to stabilize the haunched girders, allowing field sections to be slid horizontally to complete the closure in the main span.

IBC 23-42: Overview of the new FHWA Bridge Geometry Manual
Thomas Eberhardt Jr., P.E., HDR, Columbus, OH

HDR, along with subconsultant Markosky Engineering Group, Corven Engineering, and PCI authored the Bridge Geometry Manual (FHWA-HIF-22-034) for the Federal Highway Administration (FHWA). The manual documents and discusses numerous bridge geometric topics and parameters, as well as certain geometry behaviors of different bridge structure types. The document is intended to provide geometric basics to new engineers, as well as seasoned engineers.

IBC 23-43: Design and Construction of the Ravensdale Road Bridge
Matthew Cochran, P.E., and Kevin McCloskey, H.W. Lochner, Inc., Pittsburgh, PA

The existing Ravensdale Road Bridge, located in Hastings-on-Hudson, NY, approximately 12 miles north of Yankee Stadium, carries Ravensdale Road (~9,200 vpd) over the Saw Mill River Parkway (~50,000 vpd) and the South County Trailway. The bridge was replaced with a 203’ long single-span steel girder bridge using a temporary roadway and bridge to maintain traffic during construction. A conflict with a high-voltage electric duct bank during construction required extensive coordination to avoid delays.

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Rehab/Maintenance, Part 2

Session Chair: Jamie Farris, P.E., Texas DOT, Austin, TX

This session features topics on innovation, accelerated construction techniques, and historic preservation concerning rehabilitation and maintenance projects.  There will be an in-depth discussion on the rehabilitation of a bridge with fatigue cracking problems in the delta frames, construction of fatigue prone detail retrofits of a tied arch bridge, and the development of a long-term rehabilitation plan for a trestle bridge that’s part of a historically significant rail trail. Next, the session will focus on the integration of Digital Enabled Asset Management for the rehabilitation of a bascule bridge which includes a suite of digital services as part of the inspection program.  The session will wrap up with an interesting talk on the rehabilitation of three unique historic bridges with decorative and unusual features and the accelerated rehabilitation of a masonry arch bridge.

IBC 23-44: Successful Rehabilitation of the Fatigue Cracking Problems developed in the I-64 Delta Frames over the Maury River in Virginia.
Loai El-Gazairly, Ph.D., P.E., Whitman, Requardt and Associates, Richmond, VA; Rex Pearce, P.E., Virginia DOT, Staunton, VA

The   twin   delta   frame   bridges carrying I-64 over the Maury River within the Virginia Department of Transportation (VDOT) Staunton District have experienced fatigue cracking problems that caused structural deterioration and a deficiency in the bridges’ inventory ratings. These cracks started in 1991 and continued to propagate till 2009.  Analytical investigation by researchers at Virginia Polytechnic Institute and State University (Virginia Tech) showed that the bridges could be retrofitted to achieve essentially infinite fatigue life. A fatigue retrofit approach, recommended by VA Tech, has been   implemented and a 3-D finite element computer model was developed to examine the stress levels within the structures and its global stability through the retrofit process.  In addition, different retrofits of the bridge connections were implemented to increase their fatigue resistance by improving their fatigue category for the load-induced fatigue based on the AASHTO-LRFD Bridge Design Specifications.  The bridges’ structural behavior was also monitored through a structural health monitoring program aimed at correlating the actual response with that of the analytical model. This paper discusses the comprehensive structural retrofit program designed to control the fatigue cracks to attain infinite fatigue life.  Rehabilitation was completed in 2017 and the bridges were opened to traffic.  The retrofitted cracks and the areas of potential cracking are being scrutinized through stringent bridge inspection and maintenance programs. The bridge structural steel received a new coat of paint in 2021and after five years of continuous monitoring, no new fatigue cracks or retrofitted crack propagation have been observed.

IBC 23-45: Design and Construction of Fatigue-Prone Detail Retrofits and Corrosion Repairs for Interstate 79 Neville Island Bridge
Jason DeFlitch, P.E.,  and David Miller, P.E., SAI Consulting Engineers, Pittsburgh, PA; Brian Rampulla, Pennsylvania DOT, District 11, Bridgeville, PA

The Interstate 79 Neville Island Interchange Bridge Complex located north of Pittsburgh, Pennsylvania, carries the Interstate over Neville Island and the main and back channels of the Ohio River. This paper discusses the design and construction of retrofits for various brittle fracture and fatigue-prone details, replacement of expansion rocker bearings, welded plate girder field splice plates and bolts, repairs due to corrosion, expansion dam seals, and total painting along with retrofit performances and lessons learned.

IBC 23-46: The Safe Harbor Trestle Bridge Rehabilitation Project
David Hoglund, P.E., RETTEW Associates, Lancaster, PA

Pennsylvania recognized the importance of protecting an abandoned rail line, a once-in-a-lifetime historical resource, and sought RETTEW’s services to assist with acquiring, evaluating, and converting it into today’s Enola Low Grade Trail. The Enola Low Grade Trail has become a targeted destination for rail trail enthusiasts from far and wide. This approximately 6-mile section of the Enola Low Grade Trail, located along the scenic Susquehanna River in Manor Township, includes spectacular views of the river and its wooded hillsides, a bird’s eye view of the Safe Harbor Dam and Hydroelectric Station, and the trail’s crown jewel, the Safe Harbor Trestle Bridge.

In 2015, Manor Township asked RETTEW to develop a long-term rehabilitation plan for the Safe Harbor Trestle Bridge. RETTEW started by exposing the tower bases and performing anchorage and substructure rehabilitation. In 2016, RETTEW assisted the Township in removing the ballast and catwalks from the structure. In 2018, The Township was successful in acquiring the funding to undertake the estimated $8 million design and construction project to make the bridge operational once again as a recreational destination along the Enola Low Grade Trail. Nearly 30 miles of continuous trail is now available across southern Lancaster County with the opening of the Safe Harbor Trestle Bridge in June 2022.

IBC 23-47: Rehabilitation and lifetime extension deteriorated bascule bridge by Digital Enabled Asset Management
Bjørn Lassen, Rambøll Danmark A/S, Denmark; Henrik Gjelstrup, Rambøll Danmark A/S, Denmark; Claus Pedersen, Rambøll Danmark A/S, Denmark; Torben Bilgrav Bangsgaard, Rambøll Danmark A/S, Denmark; Thor Meyer

This contribution demonstrates how integration of different Digital Enabled Asset Management services including Structural Health Monitoring (SHM) have been critical to the rehabilitation and lifetime extension of the Langebro bascule bridge in Copenhagen. Langebro opened in 1953 is a 3+3 lane road and light railway bridge spanning 252 m across the inner harbor of Copenhagen, with a central bascule steel span of 35 m. Since its inauguration the bridge has been critical to the traffic in central Copenhagen, however, insufficient maintenance  has caused the bridge to deteriorate, with the mobile counterweights and tracks in critical need of rehabilitation. This paper provides an overview of the suite of digital services (including LiDAR, photogrammetry, BIM, SHM) implemented as part of a special inspection program initiated in 2019 to assess the state of the bridge and develop the necessary basis for rehabilitation and lifetime extension of the bridge. The aim of the activities is to explain the causes of the anomalies and prescribe the necessary re-alignment and rehabilitation works that can ensure continued operation for the decades to come. Specifically, it is presented how the SHM, based on continuous monitoring of vibrations, movements, and stresses, provides insight to the constantly changing alignment and global balance of the bascule bridge during operation and openings, which are coupled with operational and environmental parameters to assess both structural wear and operational safety. Benefits of improvements of the monitoring system and analyses with respect to the further value it brings for the asset managers are finally discussed.

IBC 23-48: Bryn Mawr Avenue Bridges – Rehabilitating Small & Unique Historic Structures
Margaret Sherman, P.E., TranSystems, Philadelphia, PA; Michael Cuddy, P.E., TranSystems, Philadelphia, PA; Din Abazi, P.E., and Monica Harrower, P.E., Pennsylvania DOT, King of Prussia, PA

A trio of small and unique structures, built in 1905 as gifts to Radnor Township, Delaware County, Pennsylvania, have singular decorative parapets constructed out of brick, stone, and cast stone. Suffering from severe deterioration, the Pennsylvania Department of Transportation, Engineering, District 6-0 undertook the rehabilitation of the three structures to address structural deterioration and upgrade the parapets to modern safety standards while not impacting the character defining features and preserving their integrity.

IBC 23-49: Accelerated Rehabilitation of a Masonry Arch Bridge
William Goulet, STV Incorporated, Boston, MA; Michael Scott, P.E., STV Incorporated, Boston, MA

The Connecticut River Mainline Bridge 47.90 is a masonry arch bridge that supports one track of freight and passenger rail service.  The bridge was constructed in 1848 and had no existing plans available.  All dimensions and details needed to be determined during field investigations.  The arch span is 17’-9” with a total structure length of 71’ with approach retaining wall structures included.  The existing structure consisted of timber ties supported by masonry with concrete infill between the ties.  Existing detailing allowed water infiltration through the structure.  An evaluation of the structure identified it as candidate for rehabilitation to extend its service life.  The rehabilitation consisted of replacing the track and the top course of masonry with a precast deck section and ballasted track section.  A drainage system and safety walk were included as part of the rehabilitation best practices.  The precast was sized to allow the ability to raise the ballast for future potential track realignments.  The deck replacement was performed over an extended weekend shutdown and included rapid set concrete for closure pours, waterproofing, and restoring the track and ballast.  Installation of the safety walk and drainage system was later performed along with repointing and crack repairs to the masonry structure.

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Workshops

W05: BIM – Combined Workshop

Your Roadmap to Digital Delivery Adoption
Emma Quast, ALLPLAN, Lincoln, NE

As digital delivery projects continue to take hold in the infrastructure industry, DOTs and engineering firms are facing a critical question: How can they prepare for the digital transformation without completely disrupting their productivity and overhauling their current workflows and skills? In this session, we will propose a phased adoption roadmap for digital delivery that firms can follow to slowly introduce the use of BIM tools while still preparing the 2D CAD deliverables required today.

Developing a BIM Standards for Infrastructure; Digital Twins in Infrastructure Projects
Alexander Mabrich, Bentley Systems, Sunrise, FL

Use of iTwin Technology in Construction
Afshin Hatami, Ph.D., P.E., PMP, Mississippi State University, Mississippi State, MS

Present new technologies to manage construction processes in a BIM environment

W06: Foundation Reuse for Sustainability and Accelerated Construction
Benjamin Rivers, Federal Highway Administration, Fairburn, GA

The primary objective of this workshop is to solicit input from a broad and diverse audience of bridge engineers as guidance and standards for more routine evaluation, analysis and structural reuse of existing foundation elements evolves within U.S. practice. Sustainability (carbon reduction), accelerated construction, and reduced impacts to environmentally sensitive areas and congested underground settings (along existing footprints) are among the benefits of reusing foundation elements, in full or in part. Panelists will present and discuss case examples, existing guidance, inconsistencies within code, and trends within practice, which will lead into a facilitated discussion with workshop participants. Feedback from workshop participants will inform evolving guidance development and potentially influence foundation reuse practice.

W07: Engineering Ethics – And the question is?
Robin A. Kemper, P.E., LEED AP, ENV SP, F.SEI, Pres.19.ASCE, Zurich Resilience Solutions, Lawrenceville, NJ

Objectives:

• Instill a basic understanding of ASCE’s Code of Ethics
• Inspire confidence in using tools to make ethical decisions
• Appreciate real life applications of the tools

Agenda:

• Why are (is?) Engineering Ethics Important
• ASCE Code of Ethics
• Help in Making Ethical Decisions
• Questions
• Jeopardy!

 

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